Xaris Walvis Bay Power Plant and Gas Supply Facility ... · Xaris Walvis Bay Power Plant and Gas Supply Facility Environmental Impact Assessment Marine Components

Xaris Walvis Bay Power Plant

and Gas Supply Facility

Environmental Impact Assessment

Marine Components

i

EIA - Xaris Walvis Bay Gas Fired Power Plant and Gas Supply Facility: Marine Components

Enviro Dynamics cc

April 2015

COPYRIGHT: ENVIRO DYNAMICS CC, 2015 – ALL RIGHTS RESERVED

PROJECT NAME Proposed Xaris Walvis Bay Power Plant and Gas

Supply Facility

STAGE OF REPORT Draft Marine Components EIA Report – for client

review

CLIENT Xaris Energy Namibia (Pty) Ltd

Enquiries: Tilana de Meillon

Tel: +27-12-940 5293

E-Mail: [email protected]

LEAD CONSULTANT Enviro Dynamics cc

Enquiries: Norman van Zyl

Tel: +264-61-223 336

E-Mail: [email protected]

DATE OF RELEASE April 2015

CONTRIBUTORS TO THE REPORT Norman van Zyl, Eloise Carstens, Sheldon

Husselmann, Eddy Kuliwoye

Reviewer: Stephanie van Zyl

ii


Enviro Dynamics cc

April 2015

EXECUTIVE SUMMARY

INTRODUCTION

Xaris Energy Namibia (Pty) Ltd (the proponent) is intending to construct and

manage an Open Cycle Gas Turbine (OCGT) Power Plant on 40 hectares of land in

Walvis Bay, Namibia. The power plant initially will be sized to be able to yield 300MW

of base load power to the national grid of Namibia.

This EIA assesses the marine components of the project that will supply natural gas to

the Power Plant namely:

Dredging work by widening the port entrance channel to the new Tanker

Berth for the import and export of petroleum products in the port of Walvis

Bay (Botha, Hooks, & Fauls, 2013).

Dredging work and berth construction work at a new gas terminal for a

Floating Storage Regasification Unit (FSRU) and a Liquid Natural Gas (LNG)

carrier in a double banking (side-by-side) configuration during refuelling.

Construction of a trestle gas pipeline from the FSRU to the land based port

premises(please refer to the locality plan overleaf) (Figure A).

The operational activities that will take place in this marine environment are:

Direct transfer of LNG form the LNG carrier to the FSRU every six weeks

approximately.

Storage of the LNG and regasification of the LNG to natural gas on board of

the FSRU.

Pumping of the natural gas from the FSRU via the trestle jetty pipeline to the

shore based control station.

The marine components EIA and EMP are subject to:

The Environmental Management Act (2007) and it’s Regulations (2012).

Relevant Namibian and international maritime legislation and conventions.

Relevant noise and atmospheric pollution guidelines and best practices.

Relevant local and international marine pollution legislation and regulations.

Relevant Namibian labour, public health, and hazards legislation

Relevant Equator and IFC Standards and guidelines to qualify for

international lender funding.

In addition the EIA relies directly on the EIA for the New Tanker Berth for the import

and export of petroleum products in the port of Walvis Bay (Botha, Hooks, & Fauls,

2013) content and requirements for dredging. This is due to the fact that the entire

iii


Enviro Dynamics cc

April 2015

marine component falls within the study area of this EIA that already has

environmental clearance.

The marine environment in the project area has the following significant features:

The sea floor consists of silts/clays to sandy material that may contain

Hydrogen Sulphide H2S.

The benthic ecology is common.

Marine birds that migrate or hunt may be influenced by the activities of the

FSRU and light sources.

Activity within the port area is set to increase significantly if all the planned

port expansions are implemented.

The Walvis Bay Lagoon (Ramsar Site) is a considerable distance from the

project area but still within the same bay.

Public consultation followed the guidelines of IFC and Namibian law. Three

meetings were held in Windhoek and Walvis Bay and were well attended. A

significant amount of comments were received and considered all three EIAs of the

overall project.

The impact assessment showed that there are no impacts that rate high or that

cannot be managed to acceptable levels. The impacts cover the fields of:

Marine pollution.

Marine biodiversity.

Noise and air pollution as well as other minor disturbances.

Impact on birds.

Economic and social impacts.

Health and safety.

The following cumulative impacts are of concern although the project itself will add

a minor contribution only:

Excessive build-up of spoil material by dredging activities managed by the

port.

Increased Shipping activity in the port limits as well as the bay area.

It is recommended that the marine component of the Walvis Bay Gas Fired Power

Plant and Gas Supply Facility receive Environmental Clearance on condition:

That the EMP be implemented through the life cycle of the project and be

audited annually.

Relevant IFC standards and guidelines be implemented and the resulting

management plans be audited annually.

iv


Enviro Dynamics cc

April 2015

Figure A: Locality of the proposed overall project

v


Enviro Dynamics cc

April 2015

TABLE OF CONTENTS

EXECUTIVE SUMMARY .............................................................................................................. ii

TABLE OF CONTENTS ................................................................................................................ v

LIST OF TABLES AND FIGURES ................................................................................................ viii

LIST OF APPENDICES ................................................................................................................ ix

ABBREVIATIONS AND ACRONYMS ......................................................................................... x

1 BACKGROUND .................................................................................................................. 1

1.1 Introduction ............................................................................................................... 1

1.2 Project Location ........................................................................................................ 2

1.3 Terms of Reference ................................................................................................... 2

1.4 Need and Desirability ............................................................................................... 2

1.5 Methodology ............................................................................................................. 4

2 PROJECT DESCRIPTION .................................................................................................... 6

2.1 Overall Project Overview ........................................................................................ 6

2.2 Fuel Selection ............................................................................................................ 7

2.2.1 Properties of Natural Gas ................................................................................. 7

2.2.2 Carbon Emissions ............................................................................................... 8

2.2.3 Natural Gas Markets ......................................................................................... 9

2.2.4 Compatibility with Kudu Gas ......................................................................... 10

2.3 Key Project Components ....................................................................................... 11

2.4 Berthing of the FSRU and Transport of the Gas along a Trestle Jetty to the

Port Premises ............................................................................................................ 12

2.4.1 The Floating Storage Regasification Unit...................................................... 12

2.4.2 FSRU and LNG Carrier Processes ................................................................... 13

2.4.3 LNG Transfer ..................................................................................................... 14

2.4.4 Gas Liquefaction Process ............................................................................... 15

2.4.5 Vapour, boil-off Gas Control and Ship Emissions ........................................ 15

2.4.6 Ballast Water System ....................................................................................... 16

2.5 Berth, Jetty and Jetty Approach facilities ........................................................... 16

vi


Enviro Dynamics cc

April 2015

2.5.1 Berthing System ................................................................................................ 16

2.5.2 The Trestle Jetty ................................................................................................ 18

2.5.3 Jetty Control Room ......................................................................................... 18

2.5.4 GasPort ............................................................................................................. 18

2.6 Dredging .................................................................................................................. 21

2.7 Construction Cost, Period and Resources ........................................................... 21

3 LEGAL AND REGULATORY REQUIREMENTS .................................................................. 23

3.1 Introduction ............................................................................................................. 23

3.2 Listed Activities that require Environmental Clearance .................................... 23

3.3 Regulatory Documents relevant to the Project Environment .......................... 24

3.4 IFC Standards that guide the Marine Components EIA .................................... 26

3.5 Conclusion and Application ................................................................................. 30

4 THE RECEIVING ENVIRONMENT ..................................................................................... 31

4.1 Overview Walvis Bay Environment ....................................................................... 31

4.2 Overview of Project Environment ......................................................................... 33

4.3 Description of Environment Surrounding Floating Storage Regasification Unit

and Trestle Jetty ...................................................................................................... 34

4.3.1 Summary Description of Physical and Social Environment........................ 34

4.3.2 Biological Marine Environment ...................................................................... 40

4.3.3 Birds .................................................................................................................... 41

4.4 Conclusion ............................................................................................................... 41

5 PUBLIC CONSULTATION PROCESS ................................................................................ 45

5.1 Introduction ............................................................................................................. 45

5.2 Previous Consultation and Public Participation ................................................. 46

5.3 Current Consultation and Public Participation ................................................... 46

5.3.1 The Interested and Affected Parties (I&APs) ............................................... 46

5.3.2 Methodology ................................................................................................... 47

5.4 Public Feedback ..................................................................................................... 53

5.5 Public Concern ....................................................................................................... 53

6 ALTERNATIVES .................................................................................................................. 56

vii


Enviro Dynamics cc

April 2015

6.1 Overview .................................................................................................................. 56

6.2 Alternative Activity ................................................................................................. 56

6.2.1 The ‘no-go’ Alternative ................................................................................... 56

6.2.2 Alternative Fuel Sources ................................................................................. 57

6.3 Alternative Locations.............................................................................................. 63

6.3.1 FSRU Mooring Location ................................................................................... 63

6.4 Alternative Technologies and Design .................................................................. 64

6.4.1 Land-based LNG Terminal vs. FSRU ............................................................... 64

6.4.2 Open vs. Closed Loop Regasification Systems ........................................... 67

6.4.3 Subsea vs. Trestle Jetty .................................................................................... 71

6.4.4 Dredging and Discharge Process Alternatives ............................................ 72

6.5 Conclusion ............................................................................................................... 73

7 IMPACT ASSESSMENT ...................................................................................................... 74

7.1 Introduction ............................................................................................................. 74

7.1.1 Methodology ................................................................................................... 74

7.2 Conclusion ............................................................................................................... 90

8 CONCLUSIONS AND RECOMMENDATIONS ................................................................ 91

8.1 Context ..................................................................................................................... 91

8.2 Conclusion from the Marine Components EIA ................................................... 91

8.3 Recommendation .................................................................................................. 92

9 REFERENCES ..................................................................................................................... 93

viii


Enviro Dynamics cc

April 2015

LIST OF TABLES AND FIGURES

Tables

Table 1: Summary of listed activities .............................................................................. 23

Table 2: Regulatory documents guiding the EIA ......................................................... 24

Table 3: Relevant IFC performance standards ............................................................ 27

Table 4: Summary weather statistics for Walvis Bay .................................................... 31

Table 5: Summary description of key environmental features pertaining to

the FSRU and Trestle Jetty ................................................................................ 34

Table 6: Description of environmental sensitivities pertaining to this project

component environment ................................................................................. 41

Table 7: Identification of Interested and Affected Parties ......................................... 47

Table 8: Notifications placed in the press ..................................................................... 48

Table 9 Summary of the meeting conducted at national, regional and

local level ........................................................................................................... 51

Table 10: A comparison of the risk factors between heavy fuel oil (HFO) and

Liquefied Natural Gas (LNG). .......................................................................... 58

Table 11: A comparison of the risk factors associated with possible mooring

locations for the FSRU within the Walvis Bay Port area. ............................... 63

Table 12: A comparison of the risk factors associated with the construction

of a land-based LNG terminal and an offshore FSRU. ................................. 64

Table 13: A comparison of the risk factors associated with the operation of a

open loop vs. a closed loop regasification system. ..................................... 68

Table 14: A comparison of the risk factors associated with the transport of

gas through a subsea pipeline or in a pipeline along a trestle jetty. ........ 71

Table 15: Description of criteria used to define the significance of the

impacts. .............................................................................................................. 75

Table 16: Impact assessment ........................................................................................... 77

Figures

Figure 1: EIA components of the greater project ........................................................... 3

Figure 2: The Environmental Assessment Process ........................................................... 5

ix


Enviro Dynamics cc

April 2015

Figure 3: Components of raw natural gas (source: www.naturalgas.org) ................. 7

Figure 4: Carbon footprint of various fuels in power generation (Xaris Energy

(Pty) Ltd)). ............................................................................................................. 9

Figure 5: Global LNG supply market predictions. ......................................................... 10

Figure 6: Key project components and technologies. ................................................ 11

Figure 7: An example of an FSRU. ................................................................................... 13

Figure 8: Transfer of LNG from carrier vessel to FSRU using cryogenic hoses. ........... 14

Figure 9: Schematic diagram of the vessel configuration in the berthing

area (bouble banking). .................................................................................... 17

Figure 10: A simulation of how the vessel will be navigated to the Berth. .................. 17

Figure 11: An example of a trestle jetty. .......................................................................... 18

Figure 12: Location of the berthing area of the FSRU and LNGC. ............................... 20

Figure 13: Sandy beach at proposed project site and view to port ........................... 37

Figure 14: Marine environment context ........................................................................... 38

Figure 15: Walvis Bay sensitivity map ................................................................................ 39

Figure 16: Schematic representation of the West Coast intertidal beach

zonation (Pulfrich, 2012). Species commonly occurring on the

central Namibian beaches are listed. ........................................................... 40

Figure 18: Photo plate: Public and Authorities Meetings in Walvis Bay ....................... 50

LIST OF APPENDICES

Appendix A Environmental Management Plan

Appendix B Pubic Consultation Proces

Appendix C Legal Framework

Appendix D Specialist Reports

x


Enviro Dynamics cc

April 2015

ABBREVIATIONS AND ACRONYMS

Ballast Material in ship to steady it

Barg Pressure in bars above ambient or atmospheric pressure

Benthic Ecological region at the lowest level of a body of water

such as an ocean or a lake, including the sediment

surface and some sub-surface layers

BID Background Information Document

CAGR Compounded Annual Growth Rate

Class Pressure rating of the typical pipe

Cryogenic Functioning under very low temperatures

DEA Department Environmental Affairs

Double-hulled Two ship hulls inside of each other to protect as safety

feature

Double banking When cships anchor side-by-side in order to be able to

transfer materials directly

EC Environmental Commissioner

EIA Environmental Impact Assessment

EMA Environmental Management Act, No 7 of 1997

EMP Environmental Management Plan

FSRU Floating Storaging Regasification Unit

IAP Interested and Affected Party

IFC International Finance Corporation

Liquefaction Process of liquefying or making liquid

LNG Liquid Natural Gas

xi


Enviro Dynamics cc

April 2015

LNGC Liquid Natural Gas Carrier

MET Ministry of Environment and Tourism

Met-ocean An abbreviation of the two words "Meteorology" and

"Oceanography".

The term is often used in the offshore industry to describe

the physical environment say near an offshore platform

MTPA Metric Tons per Annum

MMTPA Million Metric Tons per Annum

MW Mega Watt

NSA National Statistics Agency

Open-loop shell-

and-tube

vaporization (STV)

Chamber containing loops of pipes that circulated

heated medium (water in order to heat and vapourise a

target medium(NG to natural gas) in the chamber

OEM Original Equipment Manufacturer

Piston effect Pressure fluctuations inside pipes as liquid pushes air/gas

in front of it

Propulsion Effort made to move something

SAPP Southern African Power Pool

SEA Strategic Environmental Assessment

SSV Safety Shutoff Valve

STS Ship to Ship Transfer

Trestle jetty Suspended facility on light columns

WBM Walvis Bay Municipality

WBTC Walvis Bay Town Council

1


Enviro Dynamics cc

April 2015

1 BACKGROUND

This chapter aims to introduce the proposed project and Environmental Impact

Assessment (EIA), providing a brief overview of the key processes while laying the

background for the more detailed discussions to follow in the next chapter.

1.1 INTRODUCTION

Xaris Energy (Pty) Ltd, a Namibian company, intends to develop, construct, operate

and maintain a Natural Gas import and regasification terminal in the Port of Walvis

Bay SADC Gateway area. The degasified gas will be used as fuel for a 300 MW

open cycle gas fired power plant approximately 12 km east of the port. The

development will comprise the following components:

Floating Storage Regasification Unit (FSRU),

Light marine trestle (trestle jetty) and overland pipelines for transporting the

gas,

Open cycle gas turbine power plant and water purification plant.

Due to time constraints and to secure flexibility in applying for environmental

clearance, the proponent has opted to treat the major components of the project

as separate EIAs and EMP’s, with a combined public participation process. Each EIA

component is mentioned below.

This document has been prepared as EIA 1 as underlined:

EIA 1: Ship based processes on-board the FSRU including berthing area of

the FSRU and transport of the gas from the ship along a trestle jetty to the

port premises (including associated dredging activities);

EIA 2: Overland pipeline from the port premises to the power plant (including

the port premises);

EIA 3: Power plant including purification plant for the refinement of semi-

purified effluent from the Walvis Bay municipal waste water treatment plant.

2


Enviro Dynamics cc

April 2015

1.2 PROJECT LOCATION

Xaris intends constructing and managing a Floating Storage and Regasification Unit

and trestle infrastructure in the Walvis Bay port to supply an Open Cycle Gas Turbine

(OCGT) power plant within the proposed heavy industrial zone of the Walvis Bay

Municipality, just east of Dune 7 and in the Dorob National Park (Figure 1).

1.3 TERMS OF REFERENCE

The EIA had been conducted in terms of the requirements as stipulated in the

Environmental Management Act, EMA and its regulations (2012), which serve as EIA

guidelines. The scope of work relates only to the proposed marine activities. During

the assessment consideration had been given to the receiving environment

(baseline description of the environment); alternatives to and within the proposed

project as well as the legal framework.

A public participation process was followed in accordance with the EMA and based

on the results thereof, integrated with above mentioned considerations, the Impact

assessment section and related Environmental Management Plan (EMP) has been

drafted.

1.4 NEED AND DESIRABILITY

Namibia is currently a net importer of power from the Southern African Power Pool

(SAPP). In the short and medium term this supply pool is severely constrained due to

pressure from demand growth in the region and lack of expansion to the required

infrastructure to support this. Namibia is expected to face a supply deficit by mid-

2016 when key contracts with neighbouring suppliers expire and therefore requires

the development of base load generation capacity that will allow the country to

move toward an acceptable level of autonomy from its neighbours.

It is for this reason that NamPower has called for tenders to supply short-term critical

energy until the Kudu gas power project starts functioning in 2018 and conjunction

with thereafter. Xaris have embarked on the development of a suitable power

generation project that not only addresses the NamPower and country

requirements. The project will improve the reliability and stability of the power supply

system to meet the power shortage in the country. The project also makes provision

for the incorporation of fuel from the Kudu gas project that may become available

within the region and therefore further enhances the overall value and future

capability of the Project.

3


Enviro Dynamics cc

April 2015

Figure 1: EIA components of the greater project

4


Enviro Dynamics cc

April 2015

1.5 METHODOLOGY

The usual procedure for conducting an Environmental Assessment is described in

Figure 2 below. The procedure is based on the requirements of the EMA. The EIA

team is responsible for coordinating the process as an independent entity from the

project proponent.

An Environmental Impact Assessment (EIA) process was conducted and completed

in 2014 with the intention to apply for Environmental Clearance (EC). The client

decided to appoint Enviro Dynamics to continue with the application for EC and

comply with lender requirements in 2015 by a second round of public consultation,

additional specialist studies and compiling three separate Environmental Assessment

Report (each including its own Environmental Management Plan (EMP).

During the inception / internal scoping meeting it was decided to continue

immediately with a full Environmental Impact Assessment (EIA) due to the historical

environmental assessment process (Scoping) which had been conducted. This

approach was submitted to the Directorate of Environmental Affairs

Existing EIAs and EMPs with environmental clearance in the bay environment,

specialist reports, previously conducted, and new specialist studies were considered

during the compilation of this report. These reports include:

Specialist investigations of air quality and noise impact assessment.

Health Impact Assessment.

EIA and EMP for the New Tanker Berth for the import and export of

petroleum products in the port of Walvis Bay.

Namport port dredging EMP.

EIA for the strategic expansion of the Walvis Bay Container Terminal.

SEA for the NAMPORT SADEC Gateway Port in Walvis Bay.

The EIA and EMP for the New Tanker Berth for the import and export of petroleum

products in the port of Walvis Bay (Botha, Hooks, & Fauls, 2013).

is located in the exact same area as the proposed project with

exactly the same processes.

Using the same content and applying the same impact assessment with the same

mitigation measures for the dredging and construction work was discussed with the

Directorate of Environmental Affairs which approved of the process.

Therefore the

dredging and trestle construction process proposed,

5


Enviro Dynamics cc

April 2015

the impacts considered and

the mitigation measures proposed

in this EIA and it’s EMP will correlate directly with or improve upon the content of the

EIA and EMP for the New Tanker Berth for the import and export of petroleum

products in the port of Walvis Bay (Botha, Hooks, & Fauls, 2013).

This EIA therefore followed the steps described in Figure 2 except for the report that is

usually produced at the end of the Scoping Phase. The proceedings required for

the Scoping Report have been fully incorporated in this final EIA Report.

Figure 2: The Environmental Assessment Process

6


Enviro Dynamics cc

April 2015

2 PROJECT DESCRIPTION

Xaris provided a project description, which has been detailed below. This includes a

brief overall project description followed by a specific project component

description. The purpose of Section 2 is to glean aspects of the project that may

potentially affect the social and biophysical environment.

2.1 OVERALL PROJECT OVERVIEW

From receiving the Liquid Natural Gas (LNG) by means of Carrier (LNGC) vessels to

generating up to 300 MW of electricity, the following processes are applied:

Liquid Natural Gas is transferred from the LNGC vessel to a permanently

moored FSRU located approximately 2.4 km from the shore within the Port of

Walvis Bay SADC Gateway area

Steam from the FSRU boilers is used to heat sea water circulated through the

shell-and-tube vaporizers in the on board regasification plant. This increase in

the temperature of the LNG results in the LNG to change from liquid to

gaseous form.

The gas is then conveyed to shore via a trestle pipeline to the control station

on land. A subsurface pipeline of 12.5 km conveys the gas further to the

power plant in the proposed heavy industrial area behind Dune 7 ((Xaris

Energy (Pty) Ltd)).

In terms of land acquisition and required approvals Xaris Energy has secured or is in

the process of securing the following:

The proposed site for the power plant: The Walvis Bay Municipality has

approved a resolution to conclude a lease agreement with a purchase

option for the site as soon as possible. This is structured as a tri-partite

agreement including government as signatory until the site is fully transferred

to the Council.

The proclamation of the heavy industrial zone and rezoning of the allocated

land: In progress

Way leaves for the port premises (on land), gas and water pipelines:

Negotiations with Namport, Walvis Bay Municipality, Roads Authority,

Government and NamPower respectively in progress.

A Port Usage Agreement: Negotiations with Namport in progress for the

usage of the marine area in the Port (i.e. not including dry land).

7


Enviro Dynamics cc

April 2015

2.2 FUEL SELECTION

2.2.1 Properties of Natural Gas

Natural gas is a fossil fuel that is found in porous geological reserves beneath the

earth’s surface. In a gas state it consists of a blend of combustible hydrocarbon and

non-hydrocarbon gases including methane, ethane, propane, butane, and

pentane

(Figure 3).

When chilled to extremely low temperatures (-162 °C), the gas liquefies and has a

600 fold reduction in volume. This allows for the effective storage and transportation

of a fuel with a much higher energy density (Chan, Hartline, Hurley, & Struzziery,

2004).

A typical liquefaction consists of the following processes:

The gas is extracted and transported to a processing plant.

It is purified by removing any condensates such as water, oil, mud, as well as

other gases such as CO2 and H2S.

Trace amounts of mercury is removed from the gas stream to prevent

mercury from reacting with aluminium in the cryogenic heat exchangers.

The gas is then cooled down in stages until it is liquefied.

Natural Gas is finally stored in storage tanks and can be loaded and

shipped.

The natural gas liquefaction process inherently produces a product with

reduced contaminants due to the phase change of the gas.

Typical regasification is achieved through heating the liquid natural gas so

that it expand and changes form from liquid back to gas (original state).

Figure 3: Components of raw natural gas (source: www.naturalgas.org)

8


Enviro Dynamics cc

April 2015

Natural Gas has the following properties which makes it the ideal fuel source:

It is odourless, colourless, non-corrosive and dissipates when spilled.

The propagation speed of its flame is approximately 40 cm/second which is

why it is called a “lazy flame”. A large amount of energy is stored in Natural

gas which makes it a good fuel source but because of the slow propagation

speed, the energy in Natural Gas cannot be released rapidly enough to

create an explosion in an unconfined space.

Natural gas can only burn if the concentration ratio of Natural Gas to air is

within the flammable range of 5 percent to 15 percent. For Natural Gas to

burn, it must first vaporize (return to a gaseous state), then mix with air in the

proper proportions and then be ignited. If a leak occurs in the storage

containers or pipeline, Natural Gas vaporizes rapidly, turning into a gas

(methane plus trace gases), and mixing with air. Only if this mixture is within

the flammable range (temperature)will there be a risk of ignition, but not

explosion.

When burning, the reaction yields carbon dioxide and water. All free

carbon is consumed which is why it does not create black smoke.

No chemicals or high pressures are used in the regasification or liquefaction

process of Natural Gas.

Because Natural Gas is lighter than water it will not mixed when spilled in

water. It will float on top until it evaporates, leaving no residue behind.

2.2.2 Carbon Emissions

The carbon content of Natural Gas is typically between 60-70% and hence the

products of natural gas combustion contain less Carbon Dioxide than fuels with

higher carbon content. As illustrated in Figure 4 for an equivalent amount of heat,

burning natural gas produces about 30 percent less carbon dioxide than burning

petroleum and about 45 percent less than burning coal (Xaris Energy (Pty) Ltd).

Natural gas typically has low sulphur levels (0.05 to 0.18% by mass) and therefore

emissions of SOx from natural gas combustion are low. Because natural gas is a

gaseous fuel, filterable Particulate Matter (PM) emissions are also typically low. NOx

emissions are controlled by the use of Dry Low NOx technologies and or turbine

water injection.

Natural gas exists as a vapour at normal conditions and therefore any potential loss

of gas would result in air emissions (Xaris Energy (Pty) Ltd,). Gas loss would typically

be detected by pipeline pressure drop, in which case the pipeline will be shut off

from the supply and investigated to ensure no further loss of product and reduced

environmental impact. Natural gas has a very limited risk of soil and groundwater

pollution.

9


Enviro Dynamics cc

April 2015

Figure 4: Carbon footprint of various fuels in power generation (Xaris Energy (Pty) Ltd)).

2.2.3 Natural Gas Markets

World trade in Natural Gas has more than tripled over the last 15 years, moving from

an annual trade of 66 million metric tons per annum (MTPA) in 1997 to 240 MTPA in

2013 (Xaris Energy (Pty) Ltd,).

The Natural Gas market has been regionally split into the Atlantic Basin and Pacific

Basin Markets. The Atlantic Basin is historically dominated by European buyers and

the Pacific Basin dominated by Japanese and Korean buyers. The highest portion of

global imports are attributed to the Pacific Basin (181.50 MMTPA) whereas the

Atlantic Basin imports account for 62.05MMTPA (Figure 5).

Projections over the years 2015 to 2021 period indicate that supply will grow with a

compounded annual growth rate (“CAGR”) of 8.7%, from 264 MTPA in 2015 to

436 MTPA.

10


Enviro Dynamics cc

April 2015

Figure 5: Global LNG supply market predictions.

2.2.4 Compatibility with Kudu Gas

The selected technologies fully support the development of the Kudu gas field as the

Power Plant is flexible with respect to the proposed load factor. This means that

once the Kudu gas project becomes operational, liquefied gas from the Kudu gas

field can be supplied to the FSRU for use at the power plant. Furthermore any future

gas infrastructural development in the region would seamlessly integrate with gas

supply from the Kudu Fields.

The skills developed and utilised in the construction and operation of the plant, as

well as the FSRU, overland and marine gas pipeline, will be invaluable in the

development of skills for the Kudu gas field and any future Power Plant Projects.

11


Enviro Dynamics cc

April 2015

2.3 KEY PROJECT COMPONENTS

This project will consist of the following components (Figure 6):

Ship based processes on board the FSRU, berthing infrastructure to safely

moor the FSRU and LNGC for regasification and transport of the gas from the

ship along a trestle jetty to the port premises (including associated dredging

activities);

Overland pipelines for transporting the gas to the power plant

Open cycle gas turbine power plant and water treatment plant.

Fuel storage

and

regasification

Fuel transport

to port

Overland fuel

transport to power

plant

300 MW gas fired

power plant for power

generation

Power into the grid

The subject of this study is highlighted in Figure 6 above.

The next section provides more information on the Ship based processes on-board

the FSRU, berthing infrastructure to safely moor the FSRU and LNGC for regasification

and transport of the gas from the ship along a trestle jetty to the port premises

(including associated dredging activities).

Figure 6: Key project components and technologies.

12


Enviro Dynamics cc

April 2015

2.4 BERTHING OF THE FSRU AND TRANSPORT OF THE GAS ALONG A TRESTLE

JETTY TO THE PORT PREMISES

Xaris Energy (Pty) Ltd intends to utilise a Floating Storage and Regasification Unit

(FSRU) that includes all the facilities and functions for the storage, regasification and

metering of LNG. Once regasified, the gas will be transported along a trestle jetty to

the port premises for use as fuel at the power plant. The floating storage solution,

avoids the construction of expensive land-based import terminal and provides for

major schedule benefits. This solution is also flexible for future expansion.

2.4.1 The Floating Storage Regasification Unit

The FSRU would be provided by the Original Equipment Manufacturer (OEM) and

supplier, Excelerate Energy, and would remain moored in place at a nearshore

berthing jetty connected to the gas port in a single berth or buoy configuration.

The FRSU will have a length of approximately 300 m and breadth of 45 m, with a

draft of approximately 12 m and a nominal cargo

capacity in the range of 138,000 to 152,000 m3 (Figure

7). Power required for operations and propulsion

would be generated on-board.

The FSRU will include the following structures/facilities:

LNG storage tanks

Emergency vent system

Shell-and-tube vaporization (STV) system for

vaporization of LNG

Living quarters to accommodate 30

permanent crew members’ permanent needs.

The vessel is double-hulled and is designed with

primary and secondary cargo containment systems to

prevent leaks or ruptures in the unlikely event of a grounding or collision. The primary

and secondary cargo containment systems are protected by the outer and inner

hulls and separated from the inner hull by more than six feet of void space or water

ballast.

The LNGC and FSRU are equipped with emergency shutdown systems that

significantly diminish the risk of an accidental release of LNG. On board fire and gas

detection and firefighting systems automatically activate in case of fire. Special ship-

operating procedures, crew training, and high standards of ship maintenance

further contribute to safety.

What is the draft of a vessel?

It is the vertical distance

between the waterline and

the bottom of the hull, with

the thickness of the hull

included. Draft determines

the minimum depth of water

a ship or boat can safely

navigate.

13


Enviro Dynamics cc

April 2015

2.4.2 FSRU and LNG Carrier Processes

Conventional LNG carriers will resupply the FSRU with LNG as needed. Each carrier

will have nominal cargo capacities in the range of 127,000 m3 to 177,000 m3. To

facilitate LNG transfer between the LNG Carrier (LNGC) and the FSRU the LNGC will

be moored alongside the FSRU in a “double banking” (side by side) arrangement to

enable a direct Ship to Ship Transfer (STS) of LNG.

The FSRU vaporization of LNG will utilize

six high-pressure LNG pumps configured for operational flexibility and

six high Pressure vaporisers, using shell and tube heat exchangers.

The LNG is therefore pressurised (min 75 barg) and heated indirectly by

heated water to a pre-determined gas temperature and pressure.

With this configuration, the FSRU will have a regasification capacity of up to

589,935m3/h, operating in the closed-loop operation (gas is used to heat HP

Vaporizers). The FSRU vaporizer system is designed to operate between 75.0 and

104.0 barg.

The process is run via the FSRU Integrated Automated System (IAS) and protected

via the Emergency Shutdown System.

The FSRU is fitted with two high-pressure gas connections: one on the port and the

other on the starboard side. Gas from the FSRU is provided to the trestle pipeline by

connecting one of these connections to a high-pressure manifold linked to the

trestle pipeline.

Figure 7: An example of an FSRU.

14


Enviro Dynamics cc

April 2015

The anticipated throughput at the facility has been defined as a maximum of

1,400 000 m3 of LNG per annum, with carriers resupplying LNG to the FSRU every 40--

60 days.

2.4.3 LNG Transfer

LNG provided from the carrier vessels will arrive fully cooled before transferring it to

the FSRU. High pressure, low temperature carbon steel jetty approach pipe work will

convey the gas from the jetty to the shore side. The pressure and temperature of

the gas will be monitored at the jetty using controlled systems. A valve will be

provided to shut off the flow of gas if the pressure (or temperature) exceeds the

prescribed safe working parameters of the pipe work and downstream systems.

During this transfer cryogenic flexible hoses are used to resupply the FSRU with LNG

at flow rates up to 6,000m3/h for peak periods (but typical flow rates are in the order

of 3,000 to 4,500m3/hr). Six liquid hoses, and two vapour hoses are connected

between the FSRU and the LNGC. The liquid hoses are each capable of transferring

up to 1,000m3/h. The LNGC cargo transfer pumps will be utilized in the transfer of

liquid to the FSRU.

Figure 8: Transfer of LNG from carrier vessel to FSRU using cryogenic hoses.

15


Enviro Dynamics cc

April 2015

2.4.4 Gas Liquefaction Process

The liquefaction of gas will be carried out at the supply loading facility. Prior to

liquefaction, gas is pre-treated to remove components and impurities which would

otherwise interfere with the liquefaction process. As such, the composition and

characteristics of regasified LNG will normally meet Gas Network Entry Conditions

(done during liquefaction process) for sulphur, hydrogen sulphide, carbon dioxide

and water content without requiring additional treatment at the Terminal.

Table 1: Example LNG and Re-gas Composition and characteristics

COMPONENT LEAN LNG (MOL %) RICH LNG (MOL %)

Methane 96.09 89.75

Ethane 3.40 6.33

Propane 0.39 2.26

I-Butane 0.04 0.40

N-Butane 0.03 0.61

I-Pentane 0.00 0.02

N-Pentane 0.00 0.01

Hexane 0.04 0.00

Nitrogen 0.01 0.62

Carbon Dioxide 0.00 0.00

100.00 100.00

Molecular Weight (kg/kmol) 16.69 18.10

The above liquefaction process will occur abroad at the respective loading facility

of the LNG cargo

2.4.5 Vapour, boil-off Gas Control and Ship Emissions

For LNG to remain a liquid, it must be kept at temperatures below -162˚C on board

the carrier vessels. Despite efficient insulation, ambient heat will inevitably warm

16


Enviro Dynamics cc

April 2015

and vaporize the LNG. The vapours created by this heating process are called “boil-

off”.

The FSRU and LNGC operators will actively manage boil off gas arising from the

transfer. The LNGC operator will receive vapour from the FSRU and have the

capability to manage the boil off gas using gas burning and/or re-liquefaction. The

vapour and boil off gas will be managed within the operating limits specified for the

LNGC and FSRU cargo tanks and no other boil off gas management facilities will be

provided at the GasPort.

Vapour displaced by the loading of the FSRU cargo tanks will be returned to the

LNGC to counter the “piston effect” caused by the LNG transfer. Some boil off gas

will be used for electrical power generation and ship services and any surplus

vapour burnt in the FSRU or LNGC boilers. Steam surplus to the requirements for

heating and ship board power generation will be removed via steam “dump” valves

to the open atmosphere.

The specialist impact study on air pollution (Valsamakis, 2015) makes the statement

that the emmisions at the FSRU is negligible due to the closed, controlled system

applied in the regassifying process.

2.4.6 Ballast Water System

The FSRU will have a water ballast system in order to maintain its draft, trim and

stability during loading and regasification. The FSRU will discharge ballast water

during LNG offloading from the carrier and will take on ballast water to offset the

hourly vaporization rate of up to 2,500 m3/hr.

2.5 BERTH, JETTY AND JETTY APPROACH FACILITIES

The berthing and jetty facilities will be designed to facilitate the safe berthing and

mooring of the FSRU and the LNGC and to receive gas from the FSRU. The jetty

approach facilities will be designed to convey the gas to the onshore port premises.

The light weight trestle shall be separate and run parallel to the planned oil tanker

berth trestle – up to 40m spacing between the two trestles.

2.5.1 Berthing System

The jetty has been designed to accommodate vessels with a carrying capacity of

between 138,000 to 151,000 m3. The berth pocket will be approximately 370 m long,

60 m wide and 15.5 m deep.

For this project a single berth jetty, LNG off-take using side-by-side mooring (Figure 9)

is considered. This configuration requires the transfer of LNG from the carrier vessel

onto the FSRU using a side-by-side transfer. The LNGC berths alongside the FSRU and

17


Enviro Dynamics cc

April 2015

LNG is transferred using flexible Ship-to-Ship Transfer Hoses on the FSRU. A second set

of high pressure loading arms and piping then transfers the gas from the FSRU to the

jetty and into a trestle jetty pipeline.

The Berthing system will provide the facilities for the vessel to dock, and will include

functions for met-ocean monitoring and mooring hook load monitoring. It will be

equipped with a central computer system that allows the operator to monitor and

supervise critical docking characteristics of its berth, including hook load, ship

approach and met-ocean data and will interface with the Ship-to-Shore Link (SSL)

system linked to a control panel in the port premises to hook load and met-ocean

data to the ship while the vessel is docked.

Figure 10: A simulation of how the vessel will be navigated to the Berth.

Figure 9: Schematic diagram of the vessel configuration in the

berthing area (bouble banking).

FSRU

JETTY Regasified Natural Gas

LNGC

LNG

18


Enviro Dynamics cc

April 2015

2.5.2 The Trestle Jetty

The Trestle Jetty will be a fixed structure of reinforced concrete deck on piles or

alternative as agreed with NamPort (Figure 11). Each foundation will consist of two

steel piles of 1.016m diameter. The two piles will have a combined approximate

disturbed footprint of 14.2m2 (if the disturbance diameter is 3m). The span between

foundations is 15m maximum. It is expected that there will be at least 354 piles. The

resulting disturbed seabed footprint is 2,515m2.

It will consist of:

A “Sea island” including Breasting Dolphins, Mooring Dolphins, Loading

Platform, Walkways, Quick Release Hooks, Fenders, Navigational Aids,

Utilities, Gangway

Trestle & related pipelines from FSRU to Port Station via a light trestle

structure.

2.5.3 Jetty Control Room

A GasPort Control Room (GCR) will be provided to house operator work stations, the

Plant Control System (PCS) as well as emergency shutdown, fire and gas detection

and communication systems.

2.5.4 GasPort

The proposed GasPort includes a jetty-mounted, articulated, high-pressure gas-

offloading arm which will be used to convey high pressure re-gasified LNG from the

FSRU high pressure manifold to the jetty pipeline.

Low Temperature, Carbon Steel pipeline works (Class 900) (incorporated

immediately downstream of the arm) will provide isolation capability in the gas

Figure 11: An example of a trestle

jetty.

19


Enviro Dynamics cc

April 2015

operations in the event of an emergency or unexpected change in temperature or

pressure which would exceed design parameters.

In addition, gas loss would typically be detected by pipeline pressure drop, in which

case the pipeline will be shut-off from the supply to ensure no further loss of product

and reduced environmental impact.

20


Enviro Dynamics cc

April 2015

Figure 12: Location of the berthing area of the FSRU and LNGC.

21


Enviro Dynamics cc

April 2015

2.6 DREDGING

Dredging works are required in order to safely accommodate the manoeuvring of

the FSRU and LNGC vessels. It includes the following:

A portion from the beginning of the navigation channel to the south eastern

edge of the turning circle, situated in the proximity of the -10 m CD contour.

Widening of the planned entrance channel for the LNG berthing purposes

from 180 m to 230 m from channel entrance to the LNG berthing terminal as

per NamPort requirements.

Dredging of the FSRU and LNG vessels berthing pockets and a 265m radius

(530m diameter) turning circle opposite the berthing pocket.

The scope of work related to marine works is based on the following:

The depth requirement of:

-16.5m CD for the entrance channel

-15.5m CD for the berthing pocket

-15.0m CD for the turning basin.

The channel width required is 230 m.

The minimum length of the berth pocket will be approximately 370 m and 60

m wide.

H2S protection on the dredgers should be provided if required during

dredging.

As recommended in Update of the EIA for the Capital and Maintenance Dredging

of Walvis Bay Harbour (Geo Pollution Technologies, 2013) (maintenance dredging to

be conducted by NamPort) a trailing suction hopper dredger should be utilized for

dredging activities. This type of dredger has large, powerful pumps and engines that

enable it to suck up sand, clay, sludge and even gravel from ocean floors.

Dredging material will be discarded at the NamPort approved disposal site

(X: 444077.507 Y: 7474110.151 (UTM 33S)) according to permitting and EIA

requirements.

2.7 CONSTRUCTION COST, PERIOD AND RESOURCES

The overall project construction period for the marine components is 12 -15 months.

The marine components will cost US$ 180 million to construct, US$ 1.2 million/annum

to maintain and US$ 269 million/annum to operate (including the FSRU Time Charter

Party Agreement). This figure includes anticipated fuel cost for the power plant.

22


Enviro Dynamics cc

April 2015

Up to 202 people will participate in the construction process and will be sourced

from Namibia if the skill is available. Some specialist skills will have to be imported

from the US, South Africa and Turkey (Garanit Koza Energy (GKE)).

23

EIA - Xaris Walvis Bay Gas Fired Power Plant and Gas Supply Facility: Marine components

Enviro Dynamics cc

April 2015

3 LEGAL AND REGULATORY REQUIREMENTS

3.1 INTRODUCTION

This chapter informs the reader on:

The activities that require environmental clearance.

Legislation that regulates the project environment.

IFC guidelines that apply to the EIA and the project life cycle.

IFC performance standards that apply to this project and how it will be

incorporated.

3.2 LISTED ACTIVITIES THAT REQUIRE ENVIRONMENTAL CLEARANCE

The Environmental Management Act (Act No. 7 of 2007)(EMA) Government Notice

No. 29 of 2012 stipulates which activities have to obtain an Environmental Clearance

Certificate in Namibia. In terms of this assessment and proposed line the following

activities apply:

Table 1: Summary of listed activities

ANNEX

SECTION

ANNEX DESCRIPTION PROJECT COMPONENT RELEVANT IN

THIS EIA

8.10 Reclamation of land from below or above

the high water mark of the sea or

associated inland waters.

Dredging of berth and channel.

Trestle foundation piling.

9.1 The manufacturing, storage, handling or

processing of a hazardous substance

defined in the Hazardous Substances

Ordinance, 1974.

LNG Carrier and FSRU transfer of

LNG, storage of LNG, re-gasifying

process and pumping of Natural

Gas to shore.

9.3 The bulk transportation of dangerous goods

using pipeline, funiculars, or conveyors with

a throughout capacity of 50 tons or 50

cubic meters or more per day.

Storage of LNG and pumping of

natural gas.

9.4 The storage and handling of a dangerous

goods, including petrol, diesel, liquid

petroleum gas or paraffin, in containers with

LNG Carrier and FSRU storage of

LNG

24


Enviro Dynamics cc

April 2015

ANNEX

SECTION

ANNEX DESCRIPTION PROJECT COMPONENT RELEVANT IN

THIS EIA

a combined capacity of more than 30

cubic meters at any one location.

10.1 Construction of

a) oil water, gas and petrochemical and

other bulk supply pipelines.

b) any structure below the high water

mark of the sea.

Construction of berth, trestle

pipeline and dredging activities

This report has been compiled in support of and Environmental Clearance

Application, as mentioned above. Appendix C contains a table with all the

additional legislation that has been considered during the compilation of this report.

3.3 REGULATORY DOCUMENTS RELEVANT TO THE PROJECT ENVIRONMENT

Table 2 below summarise the key legislation and guidelines that govern the

environmental assessment process for this EIA.

Table 2: Regulatory documents guiding the EIA

FIELD INSTRUMENT AND CONTENTS

Finance The International Finance Corporation (IFC)

Equator Principles

Marine The Benguela Current Commission (BCC)

UN Convention on the Law of the Sea, 1982 (UNCLOS)

The Ramsar Convention (RC)

UN Convention for the Prevention of Marine Pollution from Land-based

Sources

Convention on Biological Diversity Rio de Janeiro (1992)

United Nations Framework Convention on Climate Change (UNFCCC) (1994)

Noise South Africa - GNR.154 of January 1992; South Africa - GNR.155 of 10 January

1992; SANS (South African National Standards) 10103:2008; SANS 10328;

25


Enviro Dynamics cc

April 2015

FIELD INSTRUMENT AND CONTENTS

SANS 10357,

Air WHO, (2005): WHO Air quality guidelines

IFC, (2007): Environmental Health and Safety Guidelines,

Water South African Water Resources Management Act: Water quality standards

World Health Organisation (WHO): Water Quality Standards

Marine

Pollution

Territorial Sea and Exclusive Economic Zone of Namibia (No 3 of 1990,

amended by Act 30 of 1991

Dumping at Sea Control Act, N.73 of 1980

The Marine Resources Act 2000

Marine Notice No. 2 of 2012 issued by the Ministry of Works and Transport

Namibian Ports Authority Act 2 of 1994

Prevention and Combating of Pollution of the Sea by Oil Act (No. 6 of 1981)

Prevention and Combating of Pollution of the Sea by Oil Amendment Act

(No. 24 of 1991)

Pollution Control and Waste Management Bill:

Labour Act (1992) and Affirmative Action (Employment) Act 29 of 1998

Hazardous Substances Ordinance 14 of 1974:

Public Health Act 36 of 1919:

Water Act No 54 of 1956 is still in force

Atmospheric Pollution Prevention Ordinance 11 Of 1976

All materials used during the construction of the marine components of the project

should adhere to international standards and requirements for LNG and Natural Gas

operations (such as International Finance Corporation requirements and ASME

requirements). These have been documented and all specifications should be kept

on site.

26


Enviro Dynamics cc

April 2015

3.4 IFC STANDARDS THAT GUIDE THE MARINE COMPONENTS EIA

The International Finance Corporation has set a series of performance standards

and guidelines to assure accountability to the financing process in terms of the

socio-economic and biophysical environment. The relevance of these performance

standards to this project is set out below in Table 3.

The IFC Guidelines provide a particular focus on:

Environmental Health and Safety Guidelines for Liquefied Natural Gas (LNG)

Facilities (International Finance Corporation, 2007) which covers

Spill Risk Assessment.

Spill Prevention and Control Plan.

Spill Control Response Plan.

Design and materials selection.

Waste water, air emissions, noise, and occupational health and safety

management (including cold surfaces, hazardous substances, fire and H2S

emissions).

Environmental Health and Safety Guidelines for Shipping (International

Finance Corporation, 2007) which covers:

Spill Prevention Procedures for gas/LNG transfer.

Emergency plans when LNG is accidentally released.

Noxious Fluids Spill prevention Plan.

Removal or reduction of tributyltin, copper and biocides from antifouling hull

paint.

Ballast and waste water, air emissions, waste, noise, and occupational

health and safety management (see above).

Environmental Health and Safety Guidelines for Ports and Harbors

(International Finance Corporation, 2007), which is managed under the

Namport authority management plans.

27


Enviro Dynamics cc

April 2015

Table 3: Relevant IFC performance standards

PERFORMANCE

STANDARD

FOCUS AREA AND DESCRIPTION RELEVANCE AND REQUIREMENTS SET

1: So

cia

l a

nd

En

vir

on

me

nta

l A

sse

ssm

en

t a

nd

Ma

na

ge

me

nt

Sy

ste

ms:

Emphasizes “the importance of

managing social and environmental

performance throughout the life of a

project”.

The management process of “plan,

implement, check and act entails

the thorough assessment of

potential social and environmental

impacts and risks from the early

stages of project development and

provides order and consistency for

mitigation and managing these on

an ongoing basis”.

Limited relevance that is likely only

to indirectly enhance long-term

socio-economic conditions.

Establish and maintain a Social and

Environmental Management System

that is applicable to the size and

nature of the project.

Require Social and Environmental

Assessment, relevant Management

Plan, organizational capacity,

training, community engagement,

monitoring and reporting

2: La

bo

ur

an

d W

ork

ing

Co

nd

itio

ns

Acknowledges “that the pursuit of

economic growth through

employment creation and income

generation should be balanced with

protection for basic rights of

workers”.

A “sound worker-management

relationship is a key ingredient to the

sustainability of the enterprise”.

Adopt a human resources policy

appropriate to the project size that

sets out its approach to managing

employees in consistence with the

IFC requirements

3: P

ollu

tio

n P

rev

en

tio

n

an

d A

ba

tem

en

t

Recognizes “that increased

industrial activity and urbanization

often generate increased levels of

pollution to air, water and land that

may threaten people and the

environment at the local, regional

and global level”.

Outlines “a project approach”

towards “pollution prevention and

abatement” in line with

Managed through the Social and

Environmental Management

Systems and must be incorporated

therein.

28


Enviro Dynamics cc

April 2015

PERFORMANCE

STANDARD


“internationally disseminated

technologies and practices”.

4: C

om

mu

nity

He

alth

, Sa

fety

an

d S

ec

uri

ty

“acknowledges the public

authorities’ role in promoting the

health, safety and security of the

public”,

“addresses the clients responsibility

to avoid or minimize the risks and

impacts to community health, safety

and security that may arise from

project activities”.




therein.

Entails adherence to Environmental

Health and Safety Guidelines for:

Liquefied Natural Gas (LNG) Facilities

Shipping

Ports and Harbors

5: La

nd

Ac

qu

isitio

n a

nd

Inv

olu

nta

ry R

ese

ttle

me

nt

Recognizes that “project-related

land acquisition and restrictions on

land use can have adverse impacts

on communities and persons that

use this land. Involuntary

resettlement refers both to physical

displacement (relocation or loss of

shelter) and to economic

displacement (loss of assets or

access to assets that leads to loss of

income sources or other means of

livelihood1) as a result of project-

related land acquisition and/or

restrictions on land use.

The Project site is situated within the

Dorob National Park and planned

heavy industry zone. The marine

facilities is situated in the Port of

Walvis Bay SADC Gateway

approved port zone. The project

does not entail land acquisition or

resettlement of communities. This

Performance Standard is thus not

applicable to this Project.

6: B

iod

ive

rsity

Co

nse

rva

tio

n

an

d S

ust

ain

ab

le N

atu

ral

Re

sou

rce

Ma

na

ge

me

nt

Recognizes “that protecting and

conserving biodiversity and its ability

to change and evolve, is

fundamental to sustainable

development”.

This Performance Standard “reflects

the objectives of the Convention on

Biological Diversity to conserve




therein.

The habitat is considered as

modified by existing human

activities. This includes the area of

channel and berth dredging and

29


Enviro Dynamics cc

April 2015

PERFORMANCE

STANDARD


biological diversity and promote use

of renewable natural resources in a

sustainable manner”.

foundation piling.

7: In

dig

en

ou

s P

eo

ple

s

Recognizes that Indigenous People

(“social groups with identities that

are distinct from dominant groups in

national societies”) are often among

the most “marginalized and

vulnerable segments of the

population”. Indigenous People are

exposed to “different types of risks

and severity of impacts than other

communities including loss of

identity, cultural and natural

resource-based livelihoods”, etc.

On the other hand development

projects “may create opportunities

for Indigenous People to participate

in and benefit from project-related

activities that may help them fulfil

their aspiration for economic and

social development.

No relevance to the project for there

is no indigenous people affected by

the project.

8: C

ultu

ral

He

rita

ge

“recognizes the importance of

cultural heritage for current and

future generations”.




therein.

30


Enviro Dynamics cc

April 2015

3.5 CONCLUSION AND APPLICATION

These IFC standards and guidelines as well as the Equator Principles will be used

through the impact assessment process and the development of the EMP to

assure the project complies to international environmental best practice

and

assure improvements on the project design, implementation and operations

are continually considered and applied.

31


Enviro Dynamics cc

April 2015

4 THE RECEIVING ENVIRONMENT

The information outlined below has been sourced from primary data (site visits

conducted) and secondary literary sources. Previous assessment work was

conducted in the area and Mendelsohn, et al. (2009). The social environmental

description has been sourced from the Walvis Bay Integrated Urban Spatial

Development Framework (Urban Dynamics Africa, 2012).

The structure of this receiving environment chapter is as follows. First a broad

overview description of the Walvis Bay Townlands is provided, followed by an

overview of the overall project area and finally a description of the environment

directly affected by the individual project component is provided. This chapter also

includes sensitivities of key environmental features affected by the Port Premises and

Natural Gas Pipeline as well as the potential impacts associated with these effects

(Table 6).

4.1 OVERVIEW WALVIS BAY ENVIRONMENT

Walvis Bay is located within the central coastal region of Namibia. This environment

has been (and continues to be) shaped by a combination of large scale ocean and

atmospheric conditions, namely the northward flowing cold Benguela ocean

current and the South Atlantic Anticyclone respectively.

Weather conditions in and around Walvis Bay are unique and are driven by the

large scale features mentioned above. The main features include low radiation and

sunshine levels, low temperatures, low rainfall, but frequent fog and strong and

frequent winds (see Table 4 below).

Table 4: Summary weather statistics for Walvis Bay

VARIABLE VALUE VARIABLE VALUE

Ave. annual temperature (°C) <16 Prevailing wind direction South-west

Fog frequency (days/year) 50-100 Ave. wind speeds (m/s) 2-4

Ave. annual rainfall (mm) <50 Radiation (kWh/m2/day) <5.4

Humidity (%) summer & winter >90 & 65 Sunlight (hours/day) <5

The cold Benguela ocean current is a major driver of marine life. Winds driven by

the South Atlantic Anticyclone cause the offshore movement of surface water and

32


Enviro Dynamics cc

April 2015

gives rise to flow of colder nutrient rich water from the ocean depths. This

phenomenon is known as upwelling and is responsible for the abundance of fish and

other marine resources. Several upwelling cells occur along the Namibian coastline,

one of which is located adjacent to Walvis Bay’s coastline.

A coastal spit is a landform that develops as a result of sediment deposition as

sediment is transported along the coast. A coastal spit (terminating at Pelican Point)

provides protection for Walvis Bay from turbulent conditions in the Atlantic Ocean.

This southernmost portion of this sheltered area (i.e. the lagoon) is a biodiversity

hotspot demonstrated by its declaration as a Wetland of International Importance

(Ramsar Site) (see Figure 14).

The Walvis Bay environment consists of several key physical geographical features.

Dune fields (coastal, inland, vegetated and unvegetated) are one such prominent

feature, most notably the Namib Sand Sea located to the south of the townlands. A

major ephemeral river – Kuiseb River (and its delta) is another prominent feature and

forms the boundary between sand sea to the south and the gravel plains to the

north. The lower reaches of the Kuiseb River are underlain by a productive

groundwater reserve (aquifers) that supplies Walvis Bay’s potable water needs. An

artificial wetland has developed overtime from the overflow of Walvis Bay’s treated

wastewater. The unique biophysical configuration of the Walvis Bay environment

and the coastal Namib in general, gives rise to high levels of species endemism and

biodiversity (see Figure 15).

The economy of Walvis Bay is based largely on fishing and aquaculture, tourism, port

activities and manufacturing. The Walvis Bay population was estimated at 80 000 in

2012 and with a population growth rate of 4.7% (averaged over the past 16 years) is

expected to more than double by 2030 to approximately 180 000 (Urban Dynamics

Africa, 2012). Unemployment for the Erongo region is estimated at 30% (Republic of

Namibia (RN): National Statistics Agency (NSA), 2011).

The major constraints to the future development of Walvis Bay include the sensitive

Kuiseb Delta area to the south and a prominent dune belt to the north, both which

fall within the Dorob National Park (Figure 15). This national park is a state protected

area. Hence, the reasonable growth direction is eastward (inland).

Existing serviced industrial land is scarce and not suitable for noxious industrial

activity. In light of this, the Walvis Bay Municipality (WBM) has approved the

establishment of a heavy/noxious industrial area to the east of Dune 7, north and

west of the Rooikop Airport. This area currently also falls within the Dorob National

Park. Hence, ambiguity currently exists regarding the ownership of “Farm 58”. The

Ministry of Environment and Tourism (MET) and the WBM will need to clarify this

matter and the way forward.

33


Enviro Dynamics cc

April 2015

The WBM has adopted a new vision for the period 2012-2022. The WBM is aiming to

“facilitate the substantial transformation of Walvis Bay from its present status as a

small tourism destination and a semi-industrial port town based mainly on fishing, into

a modern regional capital and the primary industrial city of Namibia” (Urban

Dynamics Africa, 2012). In line with this vision the WBM has plans to expand the

harbour and their road network. The establishment of several residential and

industrial townships is also planned (Figure 14).

4.2 OVERVIEW OF PROJECT ENVIRONMENT

The project-specific receiving terrestrial environment can generally be divided into

two components, namely, the coastal and inland dune fields and the gravel plains

further inland. The coastal and inland dune fields are located along the fringes of

the existing built-up area and as such have been exposed to human activity and

the associated habitat degradation. The gravel plains have a unique biologically

sensitive soil crust that supports several endemic plant species, most notably lichens.

These plains likewise because of their proximity to Walvis Bay’s existing built-up area

have been subjected to habitat disturbance and degradation.

The project-specific receiving marine environment is located near the northern edge

of the sheltered bay area. The area affected by the FSRU (and associated

development) and Trestle Jetty is approximately 6.5 km in length stretching from the

high water mark approximately 1.5 km north of the current built-up area off-shore in

a north-westerly direction (Figure 14).

The following table summarises some of the key characteristics Walvis Bay’s marine

environment.

(For referencing purposes the Chart Datum (CD) for Walvis Bay is 0.966 m below the

Walvis Bay official Land Levelling Datum.)

34


Enviro Dynamics cc

April 2015

4.3 DESCRIPTION OF ENVIRONMENT SURROUNDING FLOATING STORAGE REGASIFICATION UNIT AND TRESTLE JETTY

4.3.1 Summary Description of Physical and Social Environment

Table 5: Summary description of key environmental features pertaining to the FSRU and Trestle Jetty

BASELINE ENVIRONMENT

PHYSICAL ENVIRONMENT SOCIAL ENVIRONMENT

Tides,

currents

and waves

(CSIR, 2010)

Semi-diurnal tidal cycle, with mean spring tide range

of 1.42 m( 0.27 – 1.69 m) and mean neap tide range of

0.62 m (0.67 – 1.29 m).

Benguela current speed: 0.25 – 0.35 m/s, with a north-

west netflow direction (CSIR, 2010).

Majority of waves approaching Pelican Point originate

from the south.

The predominantly wind-forced water circulation

within the bay, near the shore in the vicinity of the

project site, is northerly (Botha, et al., 2013).

The refresh rate of the bay and lagoon is

approximately 7 days.

Infrastructure &

Services

No port facilities are currently in place. The nearest

port facilities are located to the south of the proposed

site.

Plans exist for the expansion of the port area to within

the vicinity of the proposed project. A new tanker

berth and associated infrastructure are in

development for the import and export of petroleum

products. A new entrance channel will be dredged.

Features of

coastal

water

Max. sea surface temp. (Feb) 17.9 °C (Robertson, et

al., 2012).

Min. sea surface temp. (Aug) 13.4 °C.

Total Suspended Solids (TSS) (averaged over 1 749

samples collected between Nov 2012 – Mar 2013) at -

Ownership of

coastal water

The lagoon area is a declared Wetland of International

Importance (Ramsar site) and as such falls under the

ownership of the MET (see

Figure 14).

North of the Ramsar site up until the Port Limit (see

35


Enviro Dynamics cc

April 2015



3 m CD approximately 2 km from the proposed site

was 3.22 mg/l (Botha, et al., 2013). This figure is well

below the recommended low risk scenario. The TSS

value was used to determine turbidity, which was

recorded at 2.12 NTU.

The Chemical Oxygen Water (COD) is an indicator of

the how much oxygen is consumed per unit volume of

water. Increasing the dead/decaying organic

material in a body of water increases the COD.

Effluents released into the bay area are limited by the

Water Act (54 of 1956) to 75 mg COD/l.

Figure 15) the bay area extending landward up to the

High Water Mark is under the ownership of NamPort.

Aquacultural proponents have use rights obtained

from NamPort to carry out aquacultural activities (see

Figure 14) adjacent to the east of the Walvis Bay

peninsula.

Sea floor

Sediment

The depth of the affected area ranges from approx. -

20 m CD (Chart Datum, which is the lowest

astronomical tide) at the entrance to the navigation

channel to approx. -8 m CD at the seaward end of the

trestle jetty (Botha, Hooks, & Fauls, 2013).

Composition: sediment, if categorised according to

grain size, is a combination of fine material (silts and

clays) to more coarse material (various sands).

Proportions of fine and coarse material within

sediment varies significantly across the bay area. Fine

material contains decaying organics, which results in

the accumulation of hydrogen sulphide and methane

Uses within

coastal area

NamPort undertakes various port activities including

transport and storage of a wide variety of

commodities.

Several aquaculture projects (oyster and mussel farms)

exist adjacent to the east of the Walvis Bay peninsula.

Tourism activities (catamaran and ship cruises and

bird/marine mammal watching) take place within the

bay area along the Walvis Bay peninsula.

Movement of Namibian Defence Force naval patrol

vessels.

36


Enviro Dynamics cc

April 2015



gas in the sediment. Furthermore potentially toxic

substances (i.e. heavy metals) can accumulate

particularly in fine sediment (Botha, et al., 2013).

Concentrations of arsenic, cadmium, chromium,

copper and nickel (ave. over 15 samples collected

adjacent to the proposed berthing area between

Dec 2010 and Apr 2011) exceeded BCLME guideline

values. However, probable effects are only expected

with the concentration of cadmium (Botha, et al.,

2013).

Distribution: in general grain size of sediment increases

toward the shoreline (i.e. fines in deeper water and

sands near the shoreline).

37


Enviro Dynamics cc

April 2015

Figure 13: Sandy beach at proposed project site and view to port

38


Enviro Dynamics cc

April 2015

Figure 14: Marine environment context

39


Enviro Dynamics cc

April 2015

Figure 15: Walvis Bay sensitivity map

40


Enviro Dynamics cc

April 2015

4.3.2 Biological Marine Environment

Marine biotic communities can be classified according to their respective habitats,

namely intertidal (between low and high water marks), subtidal (below low water

mark) and pelagic (area between water surface and ocean floor) communities.

The intertidal zone affected by

the proposed project is a sandy

(as opposed to rocky)

environment (see Figure 13). A

mixture of sandy and rocky

environments is located to the

north of the project site toward

Langstrand (Botha, et al., 2013).

The intertidal communities are

characterised by relatively low

species diversity. These include

various invertebrate macro and

micro faunal species (Figure 16).

Species recorded on beaches

similar to this one are common

along most of the Namibian

coastline. The lower intertidal

zone is characterised by higher

species diversity than the higher

intertidal zone owing to the

presence of more oxygen.

In general the benthic species

diversity of Walvis Bay is low. The

main contributing factor is the

relatively low oxygen concentrations in the sediment. Low oxygen conditions result in

a diverse mix of anaerobic bacteria. Studies conducted in the area indicate that

there is a decrease in species diversity and abundance with a movement off-shore

into deeper water.

Pelagic communities in general consist of fish species (e.g. mullet) their predators

(marine mammals and turtles) and an abundance of plankton species. Five

Cetacean species are known to frequent the Walvis Bay coastal area – three whale

and two dolphin species (CSIR, 2010). Whale species include the humpback,

southern right and the pygmy right whales. Dolphin species include the heaviside

and common bottlenose dolphins. These whale and dolphin species occur mostly to

Figure 16: Schematic representation of the West Coast

intertidal beach zonation (Pulfrich, 2012). Species commonly

occurring on the central Namibian beaches are listed.

41


Enviro Dynamics cc

April 2015

the west of the bay area (CSIR, 2010; Botha, et al., 2013). Cetacean species rely

significantly on their hearing for feeding, social communication and orientation.

These species are thus sensitive to certain frequencies of sound waves generated by

submarine dredging and construction activities (Botha, et al., 2013). These sound

waves are suspected of causing health impacts and even death for some of these

species.

4.3.3 Birds

The proposed project site is located near two Important Bird Areas (IBAs) namely the

stretch of coast immediately north of Walvis Bay and the Walvis Bay Lagoon. Several

bird species such as coastal waders, gannets, gulls and cormorants and penguins

are found mostly (in some cases exclusively) in coastal marine environments. Their

dependence (need to enter water to feed) on these specific habitats makes them

vulnerable to hazardous waste spillages, which either directly, or indirectly affect

them (food sources). Some of the potentially affected species are included in the

International Union for Conservation of Nature Red List of Threatened Species. Cape

Gannet (Endangered (E)), African Penguin (E), Crowned Cormorant (Near

Threatened (NT)), Bank Cormorant (NT), Cape Cormorant (NT), Hartlaub’s Gull

(Vulnerable).

4.4 CONCLUSION

Table 6 provide a summary of the marine environmental sensitivities with the

potential impact of each that should be considered.

Table 6: Description of environmental sensitivities pertaining to this project component environment

FEATURE DESCRIPTION SENSITIVITY POTENTIAL IMPACT

BIOPHYSICAL

Marine

biodiversity

Sediment with rich

organic content will be

put in suspension during

dredging.

Increase in probability of

release of hydrogen

sulphur and associated

effects on marine biota.

Loss of marine

biodiversity.

Dredging effluent and

overflows will increase

turbidity within the marine

environment.

Reduction in

transparency in water

and associated

reduction in

photosynthetic rates and

Loss of marine

biodiversity.

42


Enviro Dynamics cc

April 2015


smothering of organisms.

Heavy metals potentially

mobilised during dredging

may reduce the quality of

water in the bay.

Proximity of marine

fauna, fish factory water

intakes and mariculture

activities to site of

dredger overflow

discharge and intake of

heavy metals.

Health impacts

on humans and

marine species.

Benthic organisms will be

affected by the dredging

activities at the proposed

berthing area and

channel to be widened.

Existence of benthic

organisms in the

proposed area for

dredging.

Loss of benthic

marine habitat

and biodiversity.

Benthic and intertidal

organisms will be affected

by the construction of the

trestle jetty foundations.

Existence of benthic and

intertidal organisms in the

proposed area for the

trestle jetty foundations.

Loss of marine

biodiversity along

trestle jetty

foundations.

Ballast water with

potential exotic species

will be discharged into the

Walvis Bay waters from

the FSRU and the LNG

carrier.

Proximity of marine biota

to discharge point of

ballast water.

Loss of marine

biodiversity.

Paint with an anti-fouling

agent will be used to

paint the hull of the FSRU

during routine

maintenance.

The constituents of some

anti-fouling agents are

highly toxic to marine

organisms.

Loss of marine

biodiversity.

Submarine noise and

vibrations will be

generated by dredging

and construction activity.

Cetaceans are prone to

health impacts from

sound waves generated

during dredging and

construction.

Health impacts

on cetaceans.

43


Enviro Dynamics cc

April 2015


Birds Sources of artificial light

are likely to increase with

new developments.

Many lights are

unshielded/point

skywards.

Artificial light can cause

confusion to birds when

navigating at night,

especially migrants.

Enhances the

potential for

collisions.

Potential

cumulative

impact

Bird species that are

dependent on the marine

coastal environment must

enter the water to feed.

Habitat dependence

makes these species

indirectly and directly

vulnerable to hazardous

waste spills.

Bird mortality

(freezing) due to

spillage.

SOCIAL

Employment Jobs will be created both

directly and indirectly,

both during construction

and operational phases.

Significant regional

unemployment rate of

30%.

Positive:

employment

creation.

Power

supply

300 MW of additional

base-load power will be

added to the national

grid.

Potential shortfall of

electricity by 2016 and

associated power cuts.

Positive:

augmentation of

national power

supply.

National

economy

Direct (tax) and indirect

(environment conducive

to foreign investment)

national economic

benefits will result from the

proposed project once

operational.

Need for national

economic growth.

Positive:

contribution to

national

economy.

Health and

safety

Hydrogen sulphide gas

might be released during

dredging.

Proximity of dredger ship

crew to area where toxic

gas will be released.

Health impacts.

Construction labourers will

be employed from

beyond the town

Increase in disposable

income of construction

labourers. Increase in

Increased HIV

infection rate

and associated

44


Enviro Dynamics cc

April 2015


boundaries. Some will

flock to Walvis Bay in seek

of employment.

risky sexual activity. socio-economic

impacts

Chapter 7 will consider how the aspects of the project interact and affect each of

these sensitivities.

45


Enviro Dynamics cc

April 2015

5 PUBLIC CONSULTATION PROCESS

As mentioned in the project description, the pipeline is a component of a greater

project. Therefore a joint public participation process was conducted for the project

at large. Specific concerns with regards to the pipeline have been highlighted at

the end of this chapter. During the public consultation process identified

stakeholders were introduced to the project as a whole, allowing them to participate

on all three components. This chapter provides a description of how the public

consultation process was undertaken by describing:

the Interested and Affected Parties (I&APs),

the means of communicating with them,

common themes resulting from the consultation process.

5.1 INTRODUCTION

Public participation forms an important component of an Environmental Impact

Assessment (EIA) as it provides potential I&AP’s with a platform whereby they can

raise any issues or concerns relevant to the proposed project. This assists the

consultant in considering the full spectrum of potential impacts and to what extent

further investigations are needed.

In addition, the public participation process also grants I&AP’s an opportunity to

review and comment on all the documents produced throughout the EIA process.

This is done in accordance with both the Namibian Environmental Management Act

of 2007, its Regulations (2012), as well as international best practice principles.

The IFC’s manual “Doing Better Business through Effective Public Consultation and

Disclosure: A Good Practice Manual” provides action oriented guidelines aimed at

ensuring that consultation is both effective and meaningful. The guidelines

emphasise the need for the project sponsor to ensure that the process of public

consultation is accessible to all potentially affected parties, from national to local

level. Emphasis is placed on the engagement of local stakeholders, namely people

who are likely to experience the day-to-day impacts of a proposed project. On a

practical level, the sponsor has to ensure that:

all stakeholders have access to project information;

the information provided can be understood;

the locations for consultation are accessible to all who want to attend; and

measures are put in place which ensure that vulnerable or minority groups

are consulted.

46


Enviro Dynamics cc

April 2015

5.2 PREVIOUS CONSULTATION AND PUBLIC PARTICIPATION

To this end Xaris Energy has carried out targeted and specific consultation meetings

with key stakeholders of the project. This consultation assisted to develop and guide

the project scope in preparation for the project EOI and RFP. It was also aimed at

building relationships and to inform national authorities and the relevant interested

parties about the project and to allow for the identification of key constraints within

the proposed power plant project. This is a continuous process which helps to refine

the project, secure the necessary approvals and support and ensure the ultimate

success of the project.

As part of the initial EIA (not part of this EIA process), a number of focus group

meetings were held during 2014. A public meeting was also arranged to obtain

public input and to present the intended development to the public. The public

meeting was held on 8 May 2014 at the Pelican Bay Hotel in Walvis Bay.

Advertisements about the meeting were placed in the Namib Times and Republikein

newspapers respectively over a 2 week period.

I&APs that participated in this EIA process provided valuable inputs and are

acknowledged.

5.3 CURRENT CONSULTATION AND PUBLIC PARTICIPATION

Subsequent to a meeting with the DEA, the client decided to repeat the public

consultation process which is now part of the new EIA process.

5.3.1 The Interested and Affected Parties (I&APs)

Previously identified stakeholders were informed of the change of Environmental

Consultant and were provided with updated project information, whilst inviting them

to again provide their comments.

Additional I&AP’s (not previously included in the communication) were identified

using the existing Enviro Dynamics’ stakeholder database and information provided

by the proponent.

Notices regarding the project were also placed in various newspapers inviting the

public to register as I&AP’s. All of this was done in compliance with the following

definition of an interested and affected party:

“(a) any person, group of persons or organization interested in

or affected by an activity; and (b) any organ of state that may

have jurisdiction over any aspect of the activity’ (MET, 2010).”

(Environmental Management Act, 2007).

47


Enviro Dynamics cc

April 2015

A summary of the stakeholder groups, consisting of authorities and interest groups at

national, regional and local level, are presented in Table 7. The complete IAP list can

be viewed in APPENDIX B.

Table 7: Identification of Interested and Affected Parties

ITEM LEVEL DESCRIPTION

STA

KEH

OLD

ER

DA

TAB

ASE

NA

TIO

NA

L

Ministry of Environment and Tourism

Ministry of Mines and Energy

Ministry of Agriculture, Water and Forestry

Ministry of Trade and Industry

Ministry of Works and Transport

Ministry of Fisheries and Marine Resources

Namibia Defence Force / Ministry of Defence

NamPower

NamWater

REG

ION

AL

Erongo Regional Authorities

Namibia Airports Company (NAC) & Directorate Civil Affairs (DCA)

Erongo RED

Roads Authority

LOC

AL

Walvis Bay Municipality

Walvis Bay Town Council

NamPort

Tourism Associations

Walvis Bay Chamber of Commerce

Walvis Bay Corridor Group

NGOs

Local interest groups e.g. Dolphin group and NACOMA

All individuals, groups, organisations and organs of state registered as I&AP’s on the

project are kept up to date for the duration of the EIA study.

5.3.2 Methodology

The consultant used various means of contacting the I&APs including telephone

calls, faxes, e-mails and published invitations to public meetings in the media

(newspaper adverts). These tools are used to inform the largest possible number of

people around the project area and the country about the proposed project.

48


Enviro Dynamics cc

April 2015

5.3.2.1 Newspapers

Newspaper notices were placed for two consecutive weeks in national (and local)

circulars (see Table 8). The notice served as an introduction to the project, also

indicating its locality, while inviting the public to register as I&AP’s (APPENDIX B). After

the project scope had changed another round of notices were placed in two

newspapers indicating the amendment.

Table 8: Notifications placed in the press

DATE NATIONAL

NEWSPAPER CIRCULATION INFORMATION SHARED

26 February 2015 Republikein Afrikaans Newspaper,

National

Project introduction, Invitation to

public meeting

27 February 2015 Namib Times English Newspaper, Local Project introduction, Invitation to

public meeting

5 April 2015 Namibian English Newspaper,

National

Project introduction, Invitation to

public meeting

6 April 2015 Namib Times English Newspaper, Local Project introduction, Invitation to

public meeting

9 April 2015 Republikein Afrikaans Newspaper,

National Amendment to project scope

10 April 2015 Namib Times English Newspaper, Local Amendment to project scope

5.3.2.2 Posters

Notices (i.e. Posters) were fixed at conspicuous places and available notice boards

throughout Walvis Bay (See APPENDIX B), namely:

Woermann Brock (Town Centre)

Walvis Bay Spar

Walvis Bay Shoprite

Walvis Bay Municipality

Woermann Brock (Kuisebmond)

Shop4Value Kuisebmond

Immanuel Ruiters Primary School

Kuisebmond

Woermann Brock (Narraville)

Public Library (Narraville)

Erongo Region Police Station Head

Office in Walvis Bay

These notices were not place at the site (as per regulation) as the location above

proved to be more practical in notifying the public. They have a greater visibility

49


Enviro Dynamics cc

April 2015

and audience to that of the site area which is not visited by such a large portion of

the community. The notices provided the following information:

The application is done in accordance to the Environmental Management

Act of 2007 and its regulations;

The nature and location of the proposed project;

Where further information can be obtained (inviting them to a public

meeting); and

The contact information of Enviro Dynamics who is responsible for the EIA

application.

5.3.2.3 Background Information Document (BID)

A BID containing up to date information of the project was also circulated to all

identified stakeholders as well as registered I&AP’s via e-mails or fax (APPENDIX B).

The BID informed them about the proposed project, its locality as well as the public

meeting and contact details if they require additional information. When the project

scope changed, the BID was updated and re-circulated.

5.3.2.4 Meetings

Meetings were held at national, regional and local levels (Figure 17). The following

meetings were called and invitations were sent out by fax and e-mail:

Authority meeting 11 April 2015, 14:00 at Ministry of Mines and Energy

Auditorium; Aviation Road; Windhoek.

Authority meeting 12 April 2015, 14:00 at Town Hall, Walvis Bay Municipality.

Public consultation meeting 12 April 2015, 18:00 at Emmanuel Ruiters Primary

School, Kuisebmond, Walvis Bay.

A Summary of the meeting conducted at national, regional and local level is given in

Table 7. The meetings’ proceedings can be viewed in APPENDIX B.

50


Enviro Dynamics cc

April 2015

Figure 17: Photo plate: Public and Authorities Meetings in Walvis Bay

51


Enviro Dynamics cc

April 2015

Table 9 Summary of the meeting conducted at national, regional and local level

OBJECTIVES THE MEETING MAIN ISSUES RAISED

NATIONAL LEVEL

To engage with

relevant ministries to

solicit their ideas and

concerns about the

project.

This was expected to

assist the consultant in

defining the parameters

for the study in terms of

issues to explore.

Held on Wednesday, 11 April

2015 in Windhoek at the

Ministry of Mines and Energy

- Auditorium.

19 attendees including

representatives from the

Ministry of Mines and Energy,

Ministry of Trade and

Industry, NamPower,

NamWater, Namibia Airports

Company, Ministry of Works

and Transport and the Walvis

Bay Corridor Group.

Air and noise pollution from the

power plant.

Hydrates in the natural gas pipeline

and how this is dealt with.

Safety zones and standards for this

type of energy project.

Land ownership associated with

the power plant.

Strategic considerations of the

project with other projects in the

area.

Impact of reduced water supply to

Birds Paradise.

Stack heights and the potential

impact on the airport.

Tariff and off take prices

associated with the project.

REGIONAL LEVEL

To engage with

relevant authorities that

have jurisdiction over

the area to solicit their

ideas and concerns

about the project.

Held at the Municipality’s

Town Hall in Walvis Bay on

the 12th of April 2014.

19 people attended

including representatives

from the Walvis Bay

Municipality, Erongo

Regional Council,

ErongoRED, Namport,

Ministry of Fisheries and

Marine Resources, Namibian

Navy, and the Namibia

Airports Company.

Effects of electromagnetic

induction from the substation on

the airport controls.

Impact of the project on existing

water sources.

Visual impact.

Effect on the dolphin communities

in the area.

Land issues – Municipal land vs.

state land.

Effect of wind on the buried

pipeline.

Effect of the permanent

temperature inversion layer in the

area of Dune 7.

52


Enviro Dynamics cc

April 2015

OBJECTIVES THE MEETING MAIN ISSUES RAISED

Impact of reduced water supply to

Birds’ Paradise.

Impacts associated with pipeline

failures.

LOCAL LEVEL

To create a platform

whereby the concerns

of individuals, groups, or

local communities

could be conveyed

Held on the 12th of April 2015

at 18h00 at the Immanuel

Ruiters Primary School in

Kuisebmond, Walvis Bay.

31 people attended, local

business owners and

representative from the

Namibian Dolphin Project,

the press and NGOs such as

NACOMA, as well as some

community members

Effect of corrosive environment on

the infrastructure.

Consideration of existing SEA and

EIAs done for Namport.

Close proximity of the natural gas

pipeline to communities – potential

safety concerns.

Seismic activity in the area due to

detonations by the military.

Existing diesel pipeline from Engen

in proximity.

Environmental sustainability of

Natural Gas and its extraction.

53


Enviro Dynamics cc

April 2015

5.4 PUBLIC FEEDBACK

All the comments received on this project are included in the Issues and Responses

Trail (APPENDIX B). These issues have been considered and included in the EIA

reports where applicable.

The draft EIA reports will be circulated for one week to all registered stakeholders in

April 2015. Comments received on the draft report will be documented in the

Comments and Responses Trail document. This report will highlight comments raised

from the public on the documents and contain statements of how these are

addressed and incorporated into the final document. After incorporating the

comments, the final version of the document will be submitted to the Directorate of

Environmental Affairs for consideration of environmental clearance.

5.5 PUBLIC CONCERN

From the comments submitted to Enviro Dynamics, a number of key issues came to

our attention. It is clear that they should be considered at a strategic level for the

proposed project. The key concerns are listed below in Table 8.

For this particular marine environmental assessment, the relevant issues are

highlighted in bold.

These issues, as well as the sensitivities identified in the baseline section are collated in

Section 7 where the potential impacts related to the sensitivities are further assessed.

54


Enviro Dynamics cc

April 2015

Table 8: Summary of marine component issues raised during the consultation process

THEME POTENTIAL

IMPACT

PUBLIC CONCERN

BIOPHYSICAL

ENVIRONMENT

Impact on the

airport

Stack heights and the potential impact on aviation.

Effects of electromagnetic induction from the substation

on the airport controls.

Impact on water

sources

Impact of the project on existing water sources.

Impact on

marine ecology

Lighting impact on birds

Effect on the dolphin communities in the area.

Marine water quality, with respect to, dredging, and

cold-water discharge from the FSRU.

Effect of dredging activities on surrounding mariculture

projects, water column, etc (cumulative effect)

Impact on dolphins

Impact on land

based ecology

Impact of reduced water supply to Birds’ Paradise.

Positive impact on reduced habitat on bird collisions.

Effect of the permanent temperature inversion layer in

the area of Dune 7.

Environmental sustainability of Natural Gas and its

extraction.

Impact of

pollution

Air and noise pollution from the power plant.

Effect of spoil grounds for dredging material on the

surrounding environment.

Alternatives Rail to transport the staff

Local climate Impact of local climate on the project – corrosion, wind

and wind-blown sand.

SOCIO-

ECONOMIC

ENVIRONMENT

Safety concerns Safety zones and standards for this type of energy

project.

Seismic activity in the area due to detonations by the

military.

Existing diesel and other pipelines in proximity.

Close proximity of the natural gas pipeline to

communities – potential safety concerns.

Safe access for incoming and outgoing oil and Natural

Gas tankers that will be discharging to the oil terminal

55


Enviro Dynamics cc

April 2015

THEME POTENTIAL

IMPACT

PUBLIC CONCERN

and FSRU.

Safety requirements of the trestle and related pipelines

from the FSRU and its compatibility with those of the

incoming oil terminal pipelines.

Impacts associated with pipeline failures.

Fire risk.

Land use

concerns

Land ownership associated with the power plant.

Land issues – Municipal land vs. state land.

Impact on sense

of place

Visual impact.

Strategic

considerations

Consideration of existing SEA and EIAs done for

Namport.

Strategic considerations of the project with other

projects in the area.

Alignment with existing and planned infrastructure

particularly with the planned new freeway, its

intersections and interchanges.

Decommissioning There should be a closure plan for decommissioning.

The issues raised by the stakeholders will be considered for it’s relevance to the

project and then carried forward to Chapter 7 to be incorporates with the baseline

sensitivities in the impact assessment.

56


Enviro Dynamics cc

April 2015

6 ALTERNATIVES

It is necessary to consider the various elements of the project in terms of alternative

approaches in order to assure the optimal selection of processes and materials that

will benefit the environment in a deliberate way.

These are considered in terms of

Alternative activities

Alternative fuel sources

Alternative locations

Alternative technologies and designs

6.1 OVERVIEW

Throughout the course of the project development, decisions are made concerning

e.g. the possible locations, the type of technologies and the processes involved in

the proposed development. Many of the identified alternatives are not viable due

to technical, regulatory, time and economic constraints. This chapter provides a

description of the various alternatives associated with the project and how they

were considered:

Alternative activity including the “no-go” alternative;

Alternative fuel sources;

Location alternatives for the power plant; and

Design and technology alternatives.

The preferred alternative has been considered during the assessment of potential

impacts (Chapter 8).

6.2 ALTERNATIVE ACTIVITY

6.2.1 The ‘no-go’ Alternative

The Proposed Project could potentially:

assist in ensuring security of power supply,

reduce Namibia’s reliance on electricity imports,

contribute through the development of gas infrastructure from which various

industries can leverage off, and

57


Enviro Dynamics cc

April 2015

result in secondary spin-off benefits such as job creation in construction and

operation of the power plant.

have economic benefits to Namibia in that the electricity can be sold to

neighbouring countries.

The ‘no-go’ alternative predicts the future scenario that would exist in the absence

of this project. Due to the looming electricity supply deficit Namibia is expected to

face when key supply contracts with neighbouring regional suppliers expire in 2016

the ‘no-go’ option is not considered the preferred alternative. The ‘no-go’

alternative will:

change the favored conditions of supply to Namibia;

reduce supply secured and increase supply deficit significantly;

put Namibia in a position that threatens supply security; and

cause the wider benefits of the project, such as supply stability and

associated benefits to the national economy to not be realized.

By implementing the project the reliability and stability of the national power supply

system will be improved to meet the power shortage in the country and possibly

contribute to the fast declining Southern African Power Pool (SAPP).

The ‘no-go’ alternative is not considered to be a viable alternative.

6.2.2 Alternative Fuel Sources

In many regions of the world (e.g. South America, Central America, the Caribbean

region and Southeast Asia), heavy fuel oil is still used as the primary fuel source for

power generation. As prices for heavy fuel oil have steadily increased and

environmental policies have evolved to promote cleaner power generation

alternatives, power generators have sought to use natural gas as an alternative

source of fuel (Van Marcke & Dumitrasc, 2013).

In the following table (Table 10) a summary between the key risk factors associated

with each of these fuel sources (i.e. natural gas and heavy fuel oil) is provided with a

description of the preferred alternative for this project.

58


Enviro Dynamics cc

April 2015

Table 10: A comparison of the risk factors between heavy fuel oil (HFO) and Liquefied Natural Gas

(LNG).

RISK FACTOR HEAVY FUEL OIL (HFO) LIQUEFIED NATURAL GAS

(LNG)

PREFERRED

ALTERNATIVE

SUPPLY OPTIONS

AND MARKET

CONSIDERATIONS

Availability of HFO

is linked to the

abundance of

refining activity

internationally.

Furthermore the

global production

outlook for world

liquid fuel indicates

an average

annual production

increase of less

than 2 percent.

With the global

availability of LNG

and the planned

production growth

in mind, the interest

in using LNG as a

fuel is growing.

LNG supply is

expected to grow

with an annual

growth rate of 8.7%

in the next five

years.

LNG is becoming

more popular as

a fuel source

worldwide.

POWER

GENERATION

ENVIRONMENTAL

PERFORMANCE

Due to the high

Carbon Content of

HFO (88%) the

combustion

products of HFO

have a high

percentage of

Carbon Dioxide.

The sulphur

content of HFO

results in direct

Sulphur Oxide

(SOx) emissions

varying between 1

and 2 %.

Nitrous oxide (NOx)

emissions are

generally greater

due to a higher

percentage of

fuel-bound

nitrogen. The

exhaust gas from

HFO fired systems

also contains

argon.

The carbon content

of Natural Gas is

typically between

60-70% and hence

the products of

natural gas

combustion contain

less Carbon Dioxide

than fuels with

higher carbon

content. Carbon

dioxide emission of

500 kg/MWh as

compared to 720

kg/MWh for HFO.

Low sulphur content

with levels of 0.05 to

0.18% by mass.

NOx emissions are

typically controlled

by the use of Dry

Low NOx

technologies

and/or turbine

water injection.

Natural gas exists as

Natural Gas is

more

environmentally

friendly.

59


Enviro Dynamics cc

April 2015


(LNG)

PREFERRED

ALTERNATIVE

HFO spillages or

pipe ruptures can

greatly impact

marine life and

terrestrial soil

conditions.

a vapour at normal

conditions and

therefore any

potential loss of gas

would result in air

emissions.

Natural gas has a

very limited risk of

soil and

groundwater

pollution.

PLANT

OPERATIONS

HFO limits the use

of available

technology since

heavy-duty

machines are the

only suitable

contenders. This

reduces the

modularity of the

plant.

The machines

require a cool

down period on

shutdown where

diesel fuel reserve

is required.

HFO engines

require frequent

maintenance due

to the poor fuel

quality, and the

units typically have

long downtime

periods for major

overhauls.

The average

annual availability

of HFO fired plants

is typically 88%.

Additional

LNG enables the

selection of Aero

derivative turbines

that improves the

modularity of the

plant (See Section

1.5.4 below).

Aero derivative

turbines provide for

flexible operation

with high part load

efficiency. Start-up

and shutdown

durations are short

and there is no

maintenance

increase associated

with multiple

start/stop cycles.

The Aero derivative

units have shorter

downtimes for

overhauls, typically

5 days for engine

exchange at major

interval of 50,000

hours. The

anticipated plant

availability for the

Aero derivative GE

HFO can only be

used by heavy-

duty machines

whereas LNG

can be used by

Aero derivative

turbines, which

has specific

advantages over

heavy duty

machines.

60


Enviro Dynamics cc

April 2015


(LNG)

PREFERRED

ALTERNATIVE

maintenance

penalties as the

units have limited

stop/start

operational

capability

LM 6000 is in excess

of 97%.

FUEL DELIVERY

LOGISTIC

Storage of HFO is

simpler due to the

relative stability of

HFO at ambient

conditions.

HFO may require

heating in order to

deliver the fuel.

Would require

significant

investment in

storage capacity

and associated

heating

operations. The

storage capacity

would have to be

constructed on

land and would

therefore require

suitable land area

for an HFO storage

plant.

Once established

would further

require either

piped HFO to the

power plant or a

road/rail solution.

Given the

environmental

considerations it

would not be

attractive to pipe

HFO over a long

Historically, high

cost and lengthy

schedules

associated with the

establishment of

LNG storage

capacity have

been prohibitive.

The availability of

suitable land area

close to large ports

where LNG carrying

vessels are able to

dock is also a

restriction. The use

of FSRU technology

significantly

improves the

financial and

schedule benefits of

LNG storage for

scenario mentioned

above.

The final logistic

solution of

delivering the fuel

to the power plant

is subject to the

same provisions as

HFO and the LNG

would either have

to be re-gasified

and piped to the

plant or road

transported in liquid

The logistics

associated with

fuel delivery to

the power plant

have already

been worked out

in this case.

61


Enviro Dynamics cc

April 2015


(LNG)

PREFERRED

ALTERNATIVE

distance and a

trucking solution is

likely the more

feasible option.

This solution further

would raise

environmental

concerns due to

the increased road

traffic and the

further potential of

HFO spillage and

management.

state. The use of

Natural Gas

pipelines is a well-

established solution

and a marine trestle

pipeline followed by

a sub-terrain,

terrestrial pipeline

would be the

solution of choice.

FUTURE

COMPATIBILITY

WITH KUDU GAS

An HFO fired

power plant would

in all likelihood

support a switch to

Gaseous Fuel if the

Kudu gas fields

supply network

expands to Walvis

Bay.

Due to the

additional

maintenance

restraints, the use

of HFO is not

recommended

with highly cyclical

operations in

which multiple stop

starts may be

required.

The FSRU LNG

terminal would be

able to support

integration with the

Kudu gas fields as

potential floating

liquefaction

facilities could be

used to supply the

FSRU with Kudu Gas.

The Gas fired

AeroDerivative

power plant will not

have any

associated

maintenance

penalties due to

cyclical operations

and would further

support any

additional power

that is realised

through the Kudu

Fields.

The Gas fired

power plant can

be integrated

with the Kudu

Gas Project so

that natural gas

can be supplied

by the Kudu Gas.

SPIN OFFS AND

ADDITIONAL

BENEFITS

The use of HFO

would have limited

future benefits as

the environmental

The Walvis Bay Port

is being expanded

and the region will

require power and

Natural Gas can

provide

additional spin

off benefits to

62


Enviro Dynamics cc

April 2015


(LNG)

PREFERRED

ALTERNATIVE

performance, the

integration

potential with the

Kudu

Development and

the logistical

solution of fuel

delivery are

unlikely to create

an expanded HFO

market.

water. Natural Gas

can provide power

for the region. The

proposed gas plant,

power plant and

potential future

desalination plant

cover three critical

utilities in one

namely gas, power

and water. The

results of such a

multi beneficial

solution will result in

increased and

faster development

within the region.

The proposed LNG

storage terminal

(Walvis GasPort) will

provide for access

to gas for other

industries in the

area including the

heavy industrial

area. The fishing

factories in the area

will be able to

change to gas as a

fuel, saving them

money and

lessening their

environmental

impacts.

the

development in

the region.

63


Enviro Dynamics cc

April 2015

Based on the environmental analysis presented above, LNG:

Has enhanced performance in comparison to HFO.

Is less expensive.

Has fewer environmental risk factors.

Can be incorporated with other projects in the country (i.e. Kudu Gas).

Ensures plant operational flexibility.

Provides better power generation technology.

It is for these reasons that natural gas is the fuel of choice for this project.

6.3 ALTERNATIVE LOCATIONS

6.3.1 FSRU Mooring Location

The FSRU mooring location was determined based on the required distance of

pipeline and other infrastructure to the onshore facilities, safety exclusion zones for

other vessels and costs associated with constructing infrastructure. Once these were

considered to satisfaction a suitable location was sought based on the risk factors

listed below (Table 11):

Table 11: A comparison of the risk factors associated with possible mooring locations for the FSRU

within the Walvis Bay Port area.

RISK FACTOR CURRENT MOORING LOCATION AN ALTERNATIVE LOCATION

SUFFICIENT

WATER DEPTH

The water at the site of sufficient

depth to safely manoeuvre the

FSRU and LNGC (between 15 to

20 m deep after dredging).

Since the proposed site fitted all

the requirements, alternative

locations for the mooring area

were not investigated.

ENVIRONMENTAL

AND METOCEAN

CONDITIONS

Environmental conditions at the

site are favourable with respect

to operating the FSRU facility.

The site allows for the required

berth availability without

additional wave or wind

protection (further motion

studies are required).

AVAILABLE

INFRASTRUCTURE

The light trestle jetty, GasPort

and berth forms part of the new

tanker berth and associated

infrastructure for the import and

export of petroleum products.

64


Enviro Dynamics cc

April 2015

RISK FACTOR CURRENT MOORING LOCATION AN ALTERNATIVE LOCATION

GEOLOGY AND

DREDGING

POTENTIAL

The geology is favourable for a

dredged channel and piled

structures as specified for the

layout. Vessel navigation

simulation work confirmed that

the proposed navigation layout

was adequate for safe

navigation, even during

extreme events.

The proposed mooring location is the preferred alternative primarily due to the

integration potential with the new tanker berth and associated infrastructure for the

import and export of petroleum products. In addition to this, the proposed location

also has suitable environmental conditions e.g. geology and metocean conditions.

6.4 ALTERNATIVE TECHNOLOGIES AND DESIGN

6.4.1 Land-based LNG Terminal vs. FSRU

The use of natural gas as a power generation fuel requires the establishment of

natural gas storage infrastructure. Historically, the preferred natural gas storage

method has been to establish regasification terminals onshore. However, the use of

Floating Regasification and Storage Units (FSRUs) are becoming more and more

prevalent in many countries worldwide.

Table 12 below provides a summary of the key risk factors considered when

determining the preferred alternative for the regasification of LNG.

Table 12: A comparison of the risk factors associated with the construction of a land-based LNG

terminal and an offshore FSRU.

RISK FACTOR LAND-BASED LNG

TERMINAL

FSRU PREFERRED ALTERNATIVE

TIME AND

COST

CONSTRAINTS

The cost of land-

based terminals

ranges between

$250 million and $1

billion. These

terminals require

three to four years

to construct.

FSRU costs range

between $100 -

$350 million. The

projected

construction period

for the FSRU

modifications and

supporting

The FSRU is the

preferred

alternative since it is

more cost effective

and requires less

time to become

operational.

65


Enviro Dynamics cc

April 2015

RISK FACTOR LAND-BASED LNG

TERMINAL

FSRU PREFERRED ALTERNATIVE

infrastructure is 12-15

months.

REQUIRED

FOOTPRINT

They require

sizeable land areas

and deep-water

ports. These

terminals are most

suitable for servicing

large power

plants/markets that

provide base-load

capacity.

Once the berthing

are is established,

the FSRU requires

just the space in the

jetty and very little

onshore space. It is

permanently

moored and will

only be moved

occasionally in case

of very bad

weather.

Can be

incorporated in the

planned oil terminal.

Since the FSRU does

not require a large

footprint area on

land and it is

possible to integrate

it with the planned

oil terminal

infrastructure it is the

preferred

alternative.

TIME TO

DEPLOY

Land based LNG

storage facilities

typically have a 2-5

year construction

period.

The limited Port

infrastructure

requirements ensure

that floating LNG

solutions can be

deployed in

relatively short time

frames to meet

market

requirements

The FSRU solution

provides for a

flexible solution

which can be

deployed with in the

timeframes required

by Namibia.

OTHER A large structure will

be more visible.

Less flexible – the

location is fixed for

the 25-30 years of

the project life and,

complex, costly and

time consuming to

expand if required.

A complex

decommissioning

plan for the

infrastructure is

required.

FSRU is offshore and

therefore not seen

by most of the

public as are

unsightly onshore

facilities.

More flexible in

terms of location

selection since it

can be moved from

location to location.

Simplified

decommissioning.

The FSRU is more

flexible, less visible

and easier to

decommission,

therefore it is the

preferred

alternative.

66


Enviro Dynamics cc

April 2015

The use of a FSRU is the preferred alternative because:

It can be commissioned much quicker than an onshore constructed

terminal.

It is less expensive in the short term.

It requires a smaller footprint area on land which makes it less visible.

It is more flexible since it can be moved from location to location.

67


Enviro Dynamics cc

April 2015

6.4.2 Open vs. Closed Loop Regasification Systems

Seawater cooling is standard marine practice. The two systems that are typically

used are the open and closed loop regasification systems (Table 13).

Open loop regasification system: Relatively warm seawater is drawn in

through the FSRU’s sea chests. It is used as a heat source and passed

through the shell of the shell-and-tube vaporizers, causing the vaporization

of the LNG. During this process, the temperature of the seawater is lowered

by approximately 7 ˚C.

Closed loop regasification system: Steam from the FSRU boilers is used to

heat sea water circulated through the shell-and-tube vaporizers in the

regasification plant. Results in minimal usage of seawater by the FSRU.

68


Enviro Dynamics cc

April 2015

Table 13: A comparison of the risk factors associated with the operation of a open loop vs. a closed

loop regasification system.

RISK

FACTOR

OPEN LOOP REGASIFICATION

SYSTEM

CLOSED LOOP

REGASIFICATION

SYSTEM

PREFERRED

ALTERNATIVE

WATER

REQUIREME

NTS AND

COOLING

OF

SURROUNDI

NG

SEAWATER

TEMPERATU

RE

For support

machinery

cooling

5,000 m3/hr

with a

temperature

rise of +2˚C

5,000 m3/hr with a

temperature rise of

+2˚C

The closed loop

regasification

system requires less

seawater and

since water is not

discharged back

to the ocean,

temperature

dispersal in the

water column is

not a concern and

does not require

additional

specialist studies.

For

regasificati

on process

13,500 m3/hr

with a

temperature

depression

of 5.5˚C

9,000 m3/hr

with a

temperature

of -7.8˚C

N/A

USE OF

CHEMICAL

S

Chemical dosing of the

cooling seawater to inhibit

fouling by marine growth

Hypochlorite and copper is

used for defouling which is

discharged into the ocean.

To prevent marine

growth and fouling

of the sea water

systems aboard

the FSRU, chlorine

in the form of

sodium

hypochlorite will be

injected into the

seawater intake

system. The sodium

hypochlorite will be

produced on the

FSRU by an

onboard

electrolytic

generation system

that will provide a

continuous supply

of chlorine for

marine growth

control. The

chlorine rapidly

disperses within the

None of the

chemicals used in

the closed loop

system is

discharged back

to the

environment.

69


Enviro Dynamics cc

April 2015

RISK

FACTOR

OPEN LOOP REGASIFICATION

SYSTEM

CLOSED LOOP

REGASIFICATION

SYSTEM

PREFERRED

ALTERNATIVE

water piping

systems prior to

discharge

overboard with

residual chlorine

levels below IFC

HSE Guidelines. In

the closed loop

system chemicals

required to

maintain the

system are not

discharged to the

environment, only

requiring normal

make-up

maintenance.

POTENTIAL

ENVIRONM

ENTAL

EFFECTS

The intake of seawater has

potential implications for local

hydrological flows, sediment

suspension and the

entrapment of marine

organisms.

Discharge of cold water back

to the sea has the potential to

result in impacts on the local

marine ecosystem.

More fuel-efficient because it

uses natural heat within the

seawater rather than heat

derived from the combustion

of gas.

The closed loop

system requires

more fuel and

therefore the

associated air

emissions are

higher.

The open loop

regasification

system is more fuel-

efficient and could

therefore be

considered in

future provided

that the necessary

dispersal studies

are done to verify

that it is to

international

standards and

requirements.

Both systems were considered for this project however, the closed loop cooling

system was selected as the preferred alternative for the project because

Colder water is not discharged to the water column.

It presents a smaller threat to the surrounding marine environment.

Chemicals are not discharged to the ocean.

70


Enviro Dynamics cc

April 2015

Lengthy specialist and modeling studies are not required to assess the

impact on the surrounding marine environment.

However, due to the significant cost associated with operating the FSRU in the

closed loop system, the change to an open loop regasification system may be

considered in the future with the required specialist studies done to ensure that the

system is operated within the accepted international limits.

71


Enviro Dynamics cc

April 2015

6.4.3 Subsea vs. Trestle Jetty

The transport of the re-gasified natural gas from the FSRU to the onshore port

premises, require pipeline infrastructure. Traditionally, these pipelines are located

either subsea or on a trestle jetty structure. The risks involved with these two

alternatives are discussed below (Table 14).

Table 14: A comparison of the risk factors associated with the transport of gas through a subsea

pipeline or in a pipeline along a trestle jetty.

RISK FACTOR SUBSEA PIPELINE TRESTLE JETTY PREFERRED

ALTERNATIVE

APPROVAL

FROM PORT

AUTHORITIES

Not within Namport’s

planning regime.

They have explicitly

indicated that they

will not support this

type of design.

The concept fits in

with Namport’s

planned Oil berth

jetty.

The trestle jetty

is the preferred

pipeline

structure for the

port authorities.

GEOTECHNICAL

SUITABILITY

Seabed conditions

are not economically

suitable for

constructing a

pipeline subsea.

Specific

recommendations

are made in terms

of dredging for the

new tanker berth

and associated

infrastructure of the

import and export of

petroleum products.

This information can

be used to guide

the construction of

the trestle jetty,

foundations

footprint area.

Dredging

studies have

already been

done in the

area that can

be used for this

study.

ENVIRONMENTAL

IMPACTS

Disturbance of

marine flora and

fauna through

physical presence of

machinery and

workers as well as

noise

Stirring of the

sediment on the sea

Due to the smaller

footprints

associated with the

jetty foundation

structures, the

environmental

impacts on the

marine environment

are expected to be

Due to the short

term and local

scale impacts

associated with

the construction

of the trestle

jetty, it is the

preferred

alternative.

72


Enviro Dynamics cc

April 2015

RISK FACTOR SUBSEA PIPELINE TRESTLE JETTY PREFERRED

ALTERNATIVE

bottom, releasing

pollutants into the

water column.

Erosion at the point

where the pipeline

enters the surf zone

and beach due to

increased turbulence

around the

structures.

short term and at a

local scale. Once

the construction

activities have

seized, the impacts

will stabilize.

The trestle jetty is the preferred alternative, because:

The port authorities have indicated that they will not give approval for a

subsea pipeline.

Studies associated with the new tanker berth and associated infrastructure

of the import and export of petroleum products have already been done

which can feed into the current project in terms of dredging activities.

The impacts associated with the construction of the trestle jetty are

expected to be at a local scale and of short duration.

6.4.4 Dredging and Discharge Process Alternatives

The dredging process will be a major impact activity that includes the widening of

the proposed channel for the new bulk fuel terminal as well as the berth and turning

circle.

The activity will be to the same specifications of the new bulk fuel terminal and will

take place in the direct project area covered by its dredging process. It therefore

makes sense to apply the same principles of dredging as has been proposed and

approve in the EIA for the proposed new Tanker Berth and associated infrastructure

in the Port of Walvis Bay (Botha, Hooks, & Fauls, 2013) to minimise the impact of

dredging.

According to (Botha, Hooks, & Fauls, 2013) there are three groups of dredgers

available:

Mechanical dredgers that are stationary and haul sediment through the

water column mechanically with grabs or buckets.

Hydraulic dredgers that draw slurry of water and sediments via a pipe to a

barge by means of a vacuum process generated by centrifugal pumps.

73


Enviro Dynamics cc

April 2015

Hydrodynamic dredgers that use agitation of water injection to mobilise the

sediment and then uses the current to relocate the sediment to a new

position.

Although the port of Walvis Bay operates both grab dredgers and the Trailing

Suction Hopper Dredgers (which is a hydraulic dredger) the favoured dredged type

for the new Tanker Berth and associated infrastructure. The following benefits are

considered decisive in the decision to use the Trailing Suction Hopper Dredgers

(TSHD):

The local terrain sediment are ideal for the TSHD as it is sandy to silt.

The TSHD is mobile, can transport dredged material over considerable

distance and can discharge with minimal disturbance of the sediment.

The TSHD dredging process isolates the sediment in the suction pipe and

therefore cause minimal sediment release (turbidity) in the water column if

overflow is prohibited or if the overflow process prohibits the discharge of

suspended sediment. Both options are readily available. Low turbidity valves

on the overflow choke the airflow in the stream and so reduce air in the

overflow, which in turn stabilize the flow and dispose suspended sediment

faster to the ocean floor.

Biogenic gas build-up due to sediment containing biological material may

reduce the centrifugal pump efficiency. Using de-gassing equipment will

eliminate the problem.

Potential sediment plume can be further reduced by using overflow water

discharge in a “green pipe” at the suction head as process water. This

assures that suspended sediment is again sucked up into the dredger

without spilling.

Sediment plumes are a common problem at the discharge site. Special equipment

to reduce the depth distance between the release position and the ocean floor

can reduce the plume size. This is preferred even if the discharge takes place over a

designated disposal site to reduce the effect of turbidity on ocean life in the

affected water column. The duration of the event of turbidity in the water column

should be limited as much as possible.

6.5 CONCLUSION

The preferred alternatives are carried forward to the impact assessment in Chapter 7

and applied to the sensitivities and concerns to determine which impact it will have

on the environment.

74


Enviro Dynamics cc

April 2015

7 IMPACT ASSESSMENT

7.1 INTRODUCTION

This section provides an assessment of the significance of the potential impacts

issues identified by the public and to the sensitivities of the pipeline environment. It

is based on the assumption that the project description provided by Xaris is correct

and will be implemented as is.

7.1.1 Methodology

Overall approach

The team identified potential impacts of the proposed marine components on the

receiving environment. The team was tasked to consider the following when

identifying potential impacts:

The type of effect that the proposed activity will have on the environment;

What will be affected; and

How will it be affected?

The sources of risk are, where possible, based on accepted scientific techniques.

Failing this, the specialists and project team made a professional judgment based

on expertise and experience. All potential impacts that result from the proposed

project have been evaluated for the construction, operational and

decommissioning phases.

Potential Impacts were identified considering the sensitivities of the social and

ecological qualities of the area, as well as the issues raised during public

consultation.

The impact assessment methodology is contained in Table 16 below.

75


Enviro Dynamics cc

April 2015

Table 15: Description of criteria used to define the significance of the impacts.

DESCRIPTION

Nature Reviews the type of effect that the proposed activity will have on the relevant

component of the environment and includes “what will be affected and

how?”.

Extent Geographic area. Indicates whether the impact will be within a limited area

(on site where dredging/construction is to take place); local (limited to within

15 km of the area); regional (limited to ~100 km radius); national (limited to the

in-shore zone of the Namibian ocean); or international (extending beyond

Namibia’s boarders).

Duration Whether the impact will be temporary (during construction only), short term

(1-5 years), medium term (5-10 years), long term (longer than 10 years, but will

cease after operation) or permanent.

Intensity Establishes whether the magnitude of the impact is destructive or innocuous

and whether or not it exceeds set standards, and is described as none (no

impact); low (where natural/ social environmental functions and processes are

negligibly affected); medium (where the environment continues to function but

in a noticeably modified manner); or high (where environmental functions and

processes are altered such that they temporarily or permanently cease and/or

exceed legal standards/requirements).

Probability Considers the likelihood of the impact occurring and is described as uncertain,

improbable (low likelihood), probable (distinct possibility), highly probable

(most likely) or definite (impact will occur regardless of prevention measures).

Significance Significance is given before and after mitigation. Low if the impact will not have

an influence on the decision or require to be significantly accommodated in

the project design. Medium if the impact could have an influence on the

environment which will require modification of the project design or alternative

mitigation (the area can be used, but with deviations or mitigation). High where

it could have a “no-go” implication regardless of any possible mitigation (an

alternative route should be used).

Status of the

impact

A statement of whether the impact is positive (a benefit), negative (a cost), or

neutral. Indicate in each case who is likely to benefit and who is likely to bear

the costs of each impact.

Degree of

Confidence in

Predictions

Based on the availability of specialist knowledge and other information.

76


Enviro Dynamics cc

April 2015

Mitigation and Enhancement Measures

Where negative impacts have been identified, mitigation objectives have been set,

and practical, attainable mitigation measures are recommended that will minimise

or eliminate the impacts.

In the case of positive impacts, enhancement measures are recommended for

optimising the benefit to be derived.

Table 16 below provides the principle of the mitigation to be applied, but the

detailed mitigation is provided in the EMP.

Monitoring

Monitoring requirements with quantifiable standards to assess the effectiveness of

mitigation actions have been recommended where appropriate. These must

indicate what actions are required, by who, and the timing and frequency thereof.

Monitoring is recommended in Table 16 as principles, but the detailed

recommendations in this regard are contained in the EMP.

The outcome of the impact assessment is presented in the Table 16 below.

77


Enviro Dynamics cc

April 2015

Table 16: Impact assessment

POTENTIAL IMPACT EXTENT DURATION INTENSITY PROBABILITY STATUS DEGREE

OF

CONF.

SIGNIFICANCE

PRE-

MITIGATIO

N

MITIGATION/

ENHANCEMENT

POST-

MITIGATIO

N

MARINE POLLUTION

Release of hydrogen

sulphide (H2S)

(Construction,

Maintenance))

Limited

area

Temporary High Probable Negative Could

affect health of

marine species

as well as

personnel

High High Apply existing H2S

procedure of dredging

activities in the port

(Document Reference

number BKI-516-1 0012-

3E-H2S-0). This includes

continuous monitoring,

isolating deck, engine

room intake and

accommodation

intakes from the hopper,

closing the aft section of

the hopper and

circulating air forward to

the bow.

Other vehicles should

pass the dredger more

than 100m away

Low

78


Enviro Dynamics cc

April 2015


OF

CONF.

SIGNIFICANCE

PRE-

MITIGATIO

N

MITIGATION/

ENHANCEMENT

POST-

MITIGATIO

N

preferably upwind.

Increase in turbidity

due to dredging

activity and spoil

disposal activity will

reduced

photosynthetic rates

an smother organisms,

leading to a loss in

various forms of

benthic and marine

life

(Construction,

Maintenance))

Limited

area

Temporary Low Probable Negative.

May affect

mariculture,

benthic

organisms and

its predators,

marine

mammals. May

affect sea water

intakes at the

fish factories.

May affect

marine tourism

due to marine

mammals and

other visible

species moving

away

temporary.

Mediu

m

Medium Cannot measure

turbidity directly

therefore measure

representative

suspended solids.

Measure in real time at:

Main entrance channel

for ships (Buoy 6)

At the fairway;

Near Bird Island;

The 3rd (future) tanker

berth (comparative to

the Bulk Fuel Terminal

study).

Use the EMP water

sample analysis

procedures.

Use proposed dredger

technology to limit

Low

79


Enviro Dynamics cc

April 2015


OF

CONF.

SIGNIFICANCE

PRE-

MITIGATIO

N

MITIGATION/

ENHANCEMENT

POST-

MITIGATIO

N

discharge plume at the

disposal site.

Lowered water quality

due to mobilised

heavy metals.

(Construction,

Maintenance)

Local temporary Low Low Negative

Unlikely that

significant

quantities of

heavy metal

contaminants

will be released

if existing data

prove accurate

(Botha, Hooks, &

Fauls, 2013).

Mediu

m

Low Measure contaminants

in real time at:

Main entrance channel

for ships ( Buoy 6)

At the fairway;

Near Bird Island;

The 3rd (future) tanker

berth (comparative to

the Bulk Fuel Terminal

study).

Use the EMP water

sample analysis

procedures o

Low

LNG spill may cause

freezing of birds

caught in the LNG

pool.

(Operations)

Limited

area

Temporary High Improbable Negative.

Marine hunter

species need to

enter water and

is bound to be

High Low Avoid spills.

Execute spill procedures

immediately to isolate

and remove spill.

Low

80


Enviro Dynamics cc

April 2015


OF

CONF.

SIGNIFICANCE

PRE-

MITIGATIO

N

MITIGATION/

ENHANCEMENT

POST-

MITIGATIO

N

attracted to fish

in the berth

vicinity.

MARINE BIODIVERSITY

Destruction of benthic

marine habitat and

loss of biodiversity due

to dredging of

sediment.

(Construction,

Maintenance)

Limited

area

Long term High Definite Negative.

The layer of

sediment

hosting the

benthic habitat

will be

completely

removed.

High Medium/

Low

Minimise the required

footprint through design

interventions.

Improve dredging

accuracy by reducing

footprint uncertainty

and error.

Low

Destruction of benthic

marine habitat and

loss of biodiversity due

construction of the

trestle foundations.

(Construction,

Maintenance)

Limited

area

Medium

term

Medium Definite Negative.

The layer of

sediment

hosting the

benthic habitat

on the

foundation

footprint will be

High Medium/

Low

Minimise the required

footprint through design

interventions.

Improve footprint

accuracy by reducing

footprint uncertainty

and error.

Low

81


Enviro Dynamics cc

April 2015


OF

CONF.

SIGNIFICANCE

PRE-

MITIGATIO

N

MITIGATION/

ENHANCEMENT

POST-

MITIGATIO

N

completely

removed.

Discharge of ballast

water of the dredger

or the LNG Carrier

may introduce exotic

invasive species or

disease that may

cause loss of marine

bio-diversity.

(Operations)

Region

al

undetermi

ned

None to

high

Uncertain Negative.

Effect of exotic

invasive species

or disease can

vary significantly

Mediu

m

Med/High Apply MARPOL/IMO

guidelines on ballast

water.

Discharge all ballast

water before entering

Namibian Exclusive

Economic Zone

Low

Anti-fouling agent in

hull paint may reduce

water quality and

marine organisms

(Operations)

Local Long term

at the

berth

Low Probable Negative

Contaminants

such as

tributyltin and

copper oxides

can affect

marine fauna

and enter the

food chain.

High Medium Avoid paint with

tributyltin, biocides,

copper concentration.

Low

82


Enviro Dynamics cc

April 2015


OF

CONF.

SIGNIFICANCE

PRE-

MITIGATIO

N

MITIGATION/

ENHANCEMENT

POST-

MITIGATIO

N

NOISE AND OTHER DISTURBANCES

Submarine noise and

vibration caused by

dredging and piling

activities affect

cetaceans in the bay

area.

(Construction,

Maintenance)

local Temporary Medium

to High

Highly

probable

Negative. May

cause

permanent

damage to

hearing as well

as cause

change in

behaviour

patterns that

may reduce

feeding

effectiveness.

High High Conduct slow warning

starts to warn

cetaceans and give

them opportunity to

move away each time

before operations start.

Use contractors with

reputable records of

state of the art and well

maintained equipment.

Monitor potential

movement of

cetaceans on

approaches to the site

and suspend operation

if activity occurs.

Med-low

Artificial light as well

as low visibility can

cause bird strikes in

Limited

area

Long term Low Probable Negative.

Unshielded or

skyward

High Medium Face lights down and

shield to avoid

uncontrolled dispersed

Low

83


Enviro Dynamics cc

April 2015


OF

CONF.

SIGNIFICANCE

PRE-

MITIGATIO

N

MITIGATION/

ENHANCEMENT

POST-

MITIGATIO

N

migrant birds.

(Operations)

pointing light

can confuse

birds.

light source.

Monitor bird strikes and

review significance of

patterns.

Noise of the berth

construction process

and the FSRU

operations may affect

marine mammals

(Construction,

Maintenance’

Operations)

Local Long term Medium High Negative

Marine mammal

communities

may avoid the

berthing area

permanently.

(Botha, Hooks, &

Fauls, 2013)

High Medium IFC guidelines for noise

reduction include:

Selecting equipment

with lower sound power

levels;

Installing suitable

mufflers on engine

exhausts and

compressor

components; and

Installing acoustic

enclosures.

The intake air ducts and

exhaust ducts should be

attenuated.

Conduct noise

Low

Noise of berth

construction process

and the FSRU

operations may affect

human population

(Construction,

Maintenance

Operations)

Local Long term Medium High Negative

Human

sensitivity

receptors are

not close

enough to be

adversely

affected and

High Low Low

84


Enviro Dynamics cc

April 2015


OF

CONF.

SIGNIFICANCE

PRE-

MITIGATIO

N

MITIGATION/

ENHANCEMENT

POST-

MITIGATIO

N

will not be

exposed to

excessive noise

above ambient

noise further

than 1,28 km

from the FSRU

(Williams, 2015).

monitoring at the

nearest sensitive

receptor community.

ECONOMIC AND SOCIAL

Employment Creation

during construction

and operation.

(Construction,

Operation)

Local Short to

long term

Low High Positive for local

communities.

High Low Local people employed

where possible.

Low

Increase in regional

and national

electricity supply with

300MW to avoid a

potential future

shortfall by 2016

Nation

al to

internat

ional

Long term medium Definite Positive. Will

add 300MW

baseline power

to the national

pool as deemed

required by

High Medium Maximise the utilisation

and price efficiency by

optimising the

technology used.

High

85


Enviro Dynamics cc

April 2015


OF

CONF.

SIGNIFICANCE

PRE-

MITIGATIO

N

MITIGATION/

ENHANCEMENT

POST-

MITIGATIO

N

(Operation) Nampower by

mid 2016.

National economic

benefit by means of

direct (tax) and

indirect (environment

conducive to

investment).

(Operation)

nationa

l

Long term Medium Highly

probable

Positive.

Contribute to

revenue and

economic

growth

stimulation.

High Low Optimal pricing to

stimulate economic

growth and use of

electricity produced.

Medium

Health and safety

compromised during

construction and

operation, associated

with failures, leakages,

spillages.

(Construction,

Maintenance,

Operation)

Local Long term Low Improbable Negative for the

local

communities.

High Low to

medium

Good communication

about the health and

safety risks (low)

Constant monitoring.

Training of staff.

Leakage detection.

Emergency plan for

failures.

Other measures in the

EMP.

Low

86


Enviro Dynamics cc

April 2015


OF

CONF.

SIGNIFICANCE

PRE-

MITIGATIO

N

MITIGATION/

ENHANCEMENT

POST-

MITIGATIO

N

Visual impact during

construction and

operations.

(Construction,

Operation)

Local Long term Medium High Negative for the

tourists,

passersby, local

residents.

High Medium Use colours on the FSRU

that blend with the

marine environment.

Low

Increase in foreign

and migrant labour

may increase the HIV

infection rate and

associated impacts

during construction

and operations.

(Construction,

Maintenance,

Operation)

Local Long term Low probable Negative

Increase in the

prevalence of

HIV/AIDS and

other STDs

High Medium HIV/AIDS awareness

training

Relocation of family

units to the project.

Low

Sustainability of

project due to high

maintenance

(corrosion effects).

Local Long term Medium Definite Negative on

infrastructure.

High Medium Include these matters in

the O&M contract.

Consider corrosion

Low

87


Enviro Dynamics cc

April 2015


OF

CONF.

SIGNIFICANCE

PRE-

MITIGATIO

N

MITIGATION/

ENHANCEMENT

POST-

MITIGATIO

N

(Construction,

Maintenance,

Operation)

matters in final design.

HEALTH AND SAFETY

Conflict with other

infrastructure in the

area.

(Construction,

Maintenance,

Operation)

Local Short term Medium Probable Negative

Increased risk of

compromised

safety of both

gas and fuel

infrastructure

High Medium Identify all other

infrastructure (Bulk Fuel

Terminal) and assure

necessary safety zones

are adhered to.

Low

Conflict with other

activities of the Bulk

Fuel Tanker facility.

(Construction,

Maintenance,

Operation)

Local Long term Medium

to low

Definite Negative

Designated

channel

transport both

the LNG carrier

and bulk fuel

carriers, causing

access conflict.

High Medium Effective port

management and user

access planning

between the parties

that utilise the channel.

Conservative storage

reserve management

on the FSRU between

Low

88


Enviro Dynamics cc

April 2015


OF

CONF.

SIGNIFICANCE

PRE-

MITIGATIO

N

MITIGATION/

ENHANCEMENT

POST-

MITIGATIO

N

refuelling cycles.

Pipeline failure

causing gas release

(Operation)

Limited

area

Temporary Low Improbable Negative Mediu

m

Low Leak detection and

control systems will

eliminate excessive gas

release in case of

pipeline failure.

Low

Fire risk

(Operation)

Limited

area

Temporary High Improbable Negative Mediu

m

Medium IFC recommendations

include:

Safety focus in design.

Safe LNG transfer

procedure.

Fire response plan.

Prevent ignition sources.

Correctly specify fire

detection and

suppression equipment

and systems.

89


Enviro Dynamics cc

April 2015


OF

CONF.

SIGNIFICANCE

PRE-

MITIGATIO

N

MITIGATION/

ENHANCEMENT

POST-

MITIGATIO

N

CUMULATIVE IMPACTS

Build-up of dredge

spoil material in the

designated spoil

areas managed under

the Namport EMP

Limited

area

Permanen

t

Medium Definite Negative

Sea bed profile

and toxicity

content of the

spoil may

change

significantly.

Uncert

ain

Medium Conduct a specialised

impact assessment to

adjust the Namport

dredging EMP.

Determine new spoil

areas that may have

less significance / are

more contained.

Low

Shipping activity in the

bay area and port

limits

Local Long term Medium Definite Neutral.

Increases the

risks associated

with shipping

and port

activities

High Medium Improvement of the

port management

processes.

Improved port

communication process

Low

90


Enviro Dynamics cc

April 2015

7.2 CONCLUSION

The only potential impact with a high pre-mitigation significance is the release of

hydrogen sulphide (H2S) during dredging. If appropriate on board prevention and

monitoring measures are implemented, the significance is reduced to low and

therefore acceptable.

The assessment indicates that all potential impacts can be mitigated effectively to

reduce the significance of the potential impact to low and therefore acceptable.

The cumulative impact will not significantly increase due to the marine activities of

the project, but should the SADC Port realise, both cumulative impact will see

dramatic increase, which may lead to unacceptable condition in the bay area, if

not addressed. This must be addressed by Namport at a strategic level with an

integrated monitoring system.

All health and safety impact mitigation measures must be subjected to the relevant

IFC guidelines to assure effective reduction of the risk and impact significance.

Detailed mitigation and enhancement may be found in the Environmental

Management Plan.

91


Enviro Dynamics cc

April 2015

8 CONCLUSIONS AND RECOMMENDATIONS

8.1 CONTEXT

The project originally carried with it significant complexities that could have

significant effects on the social and natural environment. The project is however of

national significance and will benefit Namibia both in energy security and economic

stimulation.

Therefore the approach to the assessment was to facilitate improvements in

especially the marine components in order to eliminate unmanageable risks. This

leaves a project of very significant value of which significant impacts are eliminated.

8.2 CONCLUSION FROM THE MARINE COMPONENTS EIA

The environment of the marine project is typical of the bay conditions expected in

the remainder of Walvis Bay. Therefore we assume that

the existing information on the marine conditions and

the impacts descriptions as well as the prevention and mitigation

can be accurately described from existing EIAs and EMPs of similar activities, and

experience gained through them.

The dredging, piling and marine construction process may be of a complex nature

but the assessment thereof has been addressed extensively in the EIA for the

proposed new Tanker Berth and associated infrastructure in the Port of Walvis Bay

(Botha, Hooks, & Fauls, 2013). This EIA draws directly on the assessment of the tanker

berth EIA as all the dredging and foundation piling activities takes place in its project

area that was evaluated.

The operational activities of the FSRU are however a new process with new potential

impacts associated. Therefore new assessments were required in the fields of

air quality,

noise and

health and safety

These studies satisfied the minimum National and IFC standards.

92


Enviro Dynamics cc

April 2015

The activities of the marine components of the project will not result in significant

impacts and effective design and management principles will reduce all impacts to

low in significance.

All of the potential activities and impacts are covered under IFC guidelines, which

will standardise the design and implementation process significantly.

8.3 RECOMMENDATION

It is therefore recommended that the marine component of the Walvis Bay Gas Fired

Power Plant and Gas Supply Facility receive Environmental Clearance on condition:

That the EMP be implemented through the life cycle of the project and be

audited annually.

Relevant IFC standards and guidelines be implemented and the resulting

management plans be audited annually.

93


Enviro Dynamics cc

April 2015

9 REFERENCES

Botha, P., Faul, A., & Hooks, P. (2013). Environmental Impact Assessment for the New

Tanker Berth for the Import and Export of Petroleum Products in the Port of

Walvis Bay.

Botha, P., Hooks, P., & Fauls, A. (2013). EIA for the proposed new Tanker Berth and

associated infrastructure in the Port of Walvis Bay. Windhoek.

Chan, A., Hartline, J., Hurley, R. J., & Struzziery, L. (2004). Evaluation of Liquefied

Natural Gas receiving terminals for southern California. Santa Barbara:

University of California.

Geo Pollution Technologies. (2013). Update for the Environmental Impact

Assessment for the capital and maintenance dredging of the Walvis Bay

Harbour: Environmental Management Plant. Walvis Bay: Namport.

International Finanace Corporation. (2007). Environmental, Health and Safety

Guidelines for Liquified Natural Gas (LNG) Facilities. Iinernational Finance

Corporation.

International Finance Corporation. (2007). Environmental, Health and Safety

Guidelines for Ports, Harbors, and Trminals. International Finance Corporation.

International Finance Corporation. (2007). Environmental, Health and Safety

Guidelines for Shipping. International Finance Corporation.

Robertson, T., Jarvis, A., J., M., & Swart, R. (2012). Namibia's Coast: Ocean Riches and

desert treasures. Windhoek: Ministry of Environment and Tourism: Directorate

of Environmental Affairs.

Urban Dynamics Africa. (2012). Walvis Bay Integrated Urban Spatial Development

Framework. Walvis Bay: Walvis Bay Municipality.

Valsamakis, S. (2015). AIR QUALITY IMPACT ASSESSMENT FOR THE XARIS ENERGY

PROJECT 230 – 250 MW NATURAL GAS POWER STATION IN NAMIBIA.

Strydompark: Rayten Engineering Solutions.

Van Marcke, G., & Dumitrasc, A. (2013). Opportunities and challenges of using LNG

as fuel in small- to medium-sized power generation. Houston, Texas: Galway

Group.

Williams, B. (2015). Xaris Energy Noise Impact Study. Safetech.

94


Enviro Dynamics cc

April 2015

Xaris Energy (Pty) Ltd. (n.d.). Request for proposal on the joint development of a 230

MW - 250 MW power station - Volume 2: Minimum funtional specification.

South Africa: Xaris Energy.